GIFT  OF 


SPECIAL  REPORT 


OF  THE 


Railroad  and  Warehouse 
Commission 


OF  THE 


STATE  OF  ILLINOIS 


IN  THE-MATTER  OF 


Revision  of  the  Schedule  of  Reasonable  Maximum  Rates 

for  the  Transportation  of  Passengers 

and  Freight  and  Cars 


1902  TO  1906  INCLUSIVE 


I-) 

His  Excellency,  Charles  S.  Deneen,  Governor 


SPRINGFIELD: 
ILLINOIS  STATE  JOURNAL  Co.,  STATE  PRINTERS 

1906 


09 


June  5th,  1906. 
To  His  Excellency,  CHARLES  S.  DENEEN,  Governor. 

DEAR  SIR — As  indicated  in  the  last  Annual  Report  of  this  Com- 
mission, for  the  year  ending  June  30,  1905,  the  Commissioners  here- 
with transmit  for  your  information  a  full  and  complete  report  of  the 
proceedings  had  before  the  commission  in  the  matter  of  reduction 
of  the  rates  of  freight  in  the  State  of  Illinois. 

As  will  be  seen  from  the  record,  a  large  amount  of  correspondence 
was  being  received  at  the  office  of  the  commission,  from  Freight 
Bureaus,  Business  Men's  Associations  and  individual  shippers,  com- 
plaining of  the  rates  for  the  transportation  of  freight  in  the  State  of 
Illinois,  being  largely  in  excess  of  the  rates  for  similar  articles,  and 
for  like  distances  in  adjoining  states. 

It  was  then  determined  to  investigate  these  conditions  and  to 
enable  the  commission  to  get  the  fullest  information  possible,  they 
directed  a  circular  letter  to  issue,  (see  letter  of  date  March  4th,  1902 
in  the  record).  This  letter  was  mailed  to  one  or  more  of  the  leading 
wholesale  and  jobbing  firms  in  every  leading  industry  in  the  State, 
to  all  Freight  Bureaus  and  Business  Men's  Associations,  and  to  many 
individual  shippers. 

The  wide  publicity  given,  called  forth  a  very  general  response, 
which  seemed  to  centralize  itself  around  the  petition  filed  on  behalf 
of  the  Quincy  Freight  Bureau  and  which  was  originally  made  the 
basis  of  the  proceedings  before  the  commission.  This  was  later 
joined  in  by  separate  and  distinct  petitions  being  filed  by  The  Blooin- 
ington  Business  Men's  Association,  the  Merchant's  Association  of 
Decatur,  The  Business  Men's  Association  of  Pontiac,  the  Springfield 
Business  Men's  Association,  The  Western  Merchant's  and  Manufact- 
urer's Association  of  Peoria,  The  Fruit  Shippers1  Association  of 
Dongola,  and  many  others. 

These  petitions  were  published  and  several  of  the  railroad  com- 
panies made  answer.  Public  hearings  were  held  at  various  times 
during  the  year  1902  at  which  a  vast  amount  of  evidence  was  sub- 
mitted, both  oral  and  documentary.  During  this  time  also  some  of 
the  petitioners  had  withdrawn  their  petitions,  evidently  having  been 
granted  concessions  by  the  railroad  companies  covering  their  cause  of 
complaint. 

On  January  3rd  1903,  final  argument  by  counsel  for  both  petition- 
ers and  the  railroad  companies,  were  made  before  the  commission 
and  the  case  taken  under  advisement. 

During  the  years  1903  and  1904  the  office  of  the  commission  was 
engaged  in  a  verification  of  the  statements  made  in  the  testimony 

282871 


presented,  also  in  a  revision  and  correction  of  the  Classification  of 
Freights,  ^-hich  is  t\w ^ -.has is. for  the  rates  and  in  preparing  data  for 
presentation  to  the  commission,  on  which  to  predicate  their  decision. 
On  February  5th,  1905,  General  H.  J.  Hamlin  on  behalf  of  some 
of  the  original  petitioners  filed  a  petition  for  a  re-opening  of  the  case 
and  on  April  5th,  1905  enlarged  his  petition  that  it  be  made  to 
include  a  re- hearing  of  the  whole  subject  matter  of  classification  and 
rates  in  the  State  of  Illinois.  Both  requests  having  been  allowed, 
hearings  were  held  at  various  times  and  a  very  large  amount  of  new 
evidence,  both  oral  and  documentary  was  introduced  by  the  petition- 
ers and  the  railroad  companies  and  on  December  5,  1905,  this  Com- 
mission entered  the  following  order,  covering  the  subject  matter: 

BEFOKE  THE  RAILKOAD  AND  WAREHOUSE  COMMISSION  OF  THE  STATE  OF  ILLNOIS. 

Petition  of  the  Quincy  Freight  Bureau  asking-  for  a  reduction  of  freight 
rates  within  the  State  of  Illinois,  was  filed  in  the  office  of  the  Railroad  and 
Warehouse  Commission  at  Springfield,  Illinois,  in  May  1902,  and  subsequently 
thereto  there  were  a  number  of  intervening-  petitions  filed  by  shippers  in  all 
parts  of  the  State,  all  of  which  petitions  made  the  original  petition  of  the 
Quincy  Freight  Bureau  a  part  of  their  petition. 

The  case  finally  came  to  trial  in  December  1902,  and  lasted  several  days  for 
the  taking  of  evidence.  There  were  present  representatives  of  the  Quincy 
Freight  Bureau,  Bloomington  Business  Men's  Association,  Springfield  Busi- 
ness Men's  Association,  Decatur  Jobbers  and  Manufacturers  and  others,  rep- 
resenting the  petitioners,  and  the  representatives  of  the  Chicago  &  North- 
western Ry.  Co.,  Chicago,  Milwaukee  &  St.  Paul  Ry.  Co.,  Chicago  &  Alton  Ry. 
Co,  Chicago,  Burlington  &  Quincy  R.  R.  Co  ,  Atchinson,  Topeka  &  Santa  Fe 
Ry.  Co.,  Illinois  Central  R.  R.  Co.,  Chicago,  Rock  Island  &  Pacific  Ry.  Co., 
and  the  Chicago  and  Eastern  Illinois  R.  R.  Co.,  representing  the  respondents. 

Afterwards,  and  before  the  case  was  decided,  General  H.  J.  Hamlin  on 
behalf  of  the  petitioners,  The  Chicago  Shippers'  Association  and  others,  asked 
to  have  the  case  opened  and  be  permitted  to  introduce  more  evidence  which 
motion  was  allowed  and  the  case  was  in  fact  tried  over. 

The  evidence  in  the  case  on  both  trials  showed  clearly  that  the  freight 
rates  within  the  State  of  Illinois  were  very  much  higher  than  in  either  Iowa, 
Indiana  or  Ohio,  although  the  rates  in  Indiana  were  made  by  the  railroads 
themselves. 

The  evidence  further  showed  that  the  rates  from  Chicago  to  points  just 
over  the  line  in  Indiana  were  very  much  lower  than  they  are  to  points  nearer 
Chicago  inthe  State  of  Illinois.  Also,  that  freight  was  carried  from  the  State 
of  Indiana  in  to  Illinois  through  towns  in  the  eastern  part  of  the  State,  to 
points  in  the  central  and  western  part  of  Illinois  for  a  very  much  less  rate 
than  it  was  carried  from  towns  in  Illinois  directly  between  Indiana  towns 
and  the  former  destination.  Also,  that  freight  was  carried  from  all  other 
adjoining  states  into  the  State  of  Illinois  through  towns  along  the  state  lines 
to 'towns  within  the  State  of  Illinois  for  less  than  they  were  hauled  from  the 
State  line  to  the  same  towns,  showing  very  conclusively  that  there  was  a 
discrimination  against  shippers  within  this  State  and  that  they  were  com- 
pelled to  pay  more  freight  than  shippers  who  live  out  of  the  State  arid  ship- 
ped goods  into  the  State  for  the  same  amount  of  work. 

The  evidence  further  showed  that  about  60  per  cent  of  the  freight  carried 
within  the  State  of  Illinois  is  carried  for  very  much  less  than  the  schedule 
rates  but  that  from  various  points  within  the  State  of  Illinois,  as  we  think, 
points  where  there  is  no  competition  or  where  the  competing  railroad  com- 
panies agreed,  there  is  no  reduction  from  the  Commissioners'  Schedule. 

The  evidence  shows  clearly  that  some  of  the  larger  cities  had  very  much 
lower  rates  by  reason  of  agreements  between  the  shippers  of  said  cities  and 
the  railroad  companies,  than  cities  of  substantially  the  same  size  located  in 
different  parts  of  the  State  and  it  was  very  clearly  shown  that  the  rates  from 


all  points  within  the  State  of  Illinois,  where  there  is  no  competition,  to  other 
points  in  the  State  of  Illinois  were  very  much  higher  and  in  some  ^ases  almost 
double  the  rate  from  points  within  the  State  of  Indiana  or  Iowa  to  points 
within  the  State  of  Illinois,  for  the  same  distance. 

The  evidence  very  clearly  shows  that  the  ratos,  especially  on  the  Chicago  «fe 
Eastern  Illinois  Railroad,  are  much  higher  on  that  branch  of  the  road  within 
the  State  of  Illinois  than  on  that  branch  in  the  State  of  Indiana  for  the  same 
distance  and  that  on  many  roads  running-  east  and  west  the  Central-Freight 
Rates  are  being-  used  which  is  about  twenty  per  cent  lower  than  the  Commis- 
sioners" Schechile. 

About  the  close  of  the  evidence  in  the  last  trial,  the  Chicago  Shippers'  Asso- 
ciation, petitioners,  withdrew  and  since  that  time  the  railroads  have  given 
Chicago  a  special  rate  which  is  about  18  per  cent  lower  on  an  average  than 
the  Commissioners1  Schedule,  from  Chicago  to  points  in  the  State. 

All  this  would  seem  to  be  an  unjust  discrimination  against  shippers  within 
the  State  of  Illinois,  especially  outside  of  Chicago. 

We  have  gone  through  the  evidence  very  carefully  and  can  find  no  reason 
or  excuse  for  the  freight  rates  within  the  State  of  Illinois  being  so  much 
higher  than  they  are  in  adjoining  states,  and  by  the  statutes  of  the  State  of 
Illinois,  /it  is  made  the  duty  of  the  Railroad  and  Warehouse  Commissioners, 
and  they  are  thereby  directed  to  make  for  each  railroad  company  incorporated, 
or  doing  business  within  the  State  of  Illinois,  as  soon  as  practicable  after 
their  appointment,  a  schedule  of  reasonable  maximum  rates  of  charges  for 
the  transportation  of  passengers  and  freights  And  cars  of  each  of  said  rail- 
road companies,  and  said  commissioners  are  further  authorized  and  it  is  their 
duty  from  time  to  time  as  often  as  circumstances  may  require,  to  change  and 
revise  the  schedule  when  in  their  discretion  the  rates  are  too  high  or  too  low, 
and  all  such  schedules  made  by  the  commissioners  shall  be  held  in  all  suits 
against  said  railroad  companies  as  prima  facia  evidence  that  the  rates  pro- 
vided by  said  schedule  are  reasonable  maximum  rates/1 

It  will  be  seen  from  this  statute  that  whenever  the  commissioners  believe 
that  the  rates  for  the  transportation  of  passengers  and  freights  being  charged, 
or  the  schedule  in  force  is  either  too  high  or  too  low,  that  it  is  their  duty  to 
re-adjust  the  schedule  and  make  reasonable  rates  for  the  transportation  of 
both  passengers  and  freight. 

None  of  the  petitions  in  this  case  ask  for  a  reduction  in  passenger  rates  and 
there  was  no  evidence  as  to  that  and  for  that  reason  we  make  no  finding  or 
order  as  to  passenger  rates  and  leave  that  to  be  passed  on  after  another  hear- 
ing and  after  all  the  roads  have  had  an  opportunity  to  be  heard  fully  on  that 
subject. 

The  only  question  then  to  settle  is  whether  the  Commissioners1  Schedule  for 
the  transportation  of  freights  within  the  State  of  Illinois  is  reasonable  or  not. 
In  many  states  where  the  density  of  population  and  traffic  is  much  less  and 
everything  is  more  unfavorable  than  in  this  State  for  railroads,  and  railroad 
facilities  are  no  better,  and  where  services  and  salaries  are  substantially  the 
same,  and  where  the  expense  of  operating  is  as  great,  if  not  greater  than  they 
are  in  the  State  of  Illinois  the  freight  rates  are  much  less  than  they  are  in 
the  State  of  Illinois.  In  that  view  of  the  case  there  is  nothing  for  the 
commissioners  to  do  but  re-adjust  the  rates  and  reduce  them  to  what  in  their 
opinion,  as  shown  by  the  evidence,  is  a  reasonable  maximum  rate  for  the 
transportation  of  freight  within  the  State  of  Illinois. 

It  was  sought  by  the  railroad  companies  to  show  in  their  defense  that  the 
cost  of  building,  maintaining  and  operating  railroads  had  greatly  increased 
since  the  last  schedule  was  made,  but  we  do  not  think  the  evidence  shows  an 
increase  in  the  operating  expenses  equal  to  the  benefits  derived  from  the  im- 
provements in  their  motive  power  and  the  operation  of  trains  on  their  roads, 
but.  if  the  cost  of  building,  maintaining  and  operating  have  increased  in  the 
State  of  Illinois,  they  must  have  increased  in  the  adjoining  states,  and  especially 
in  the  state  of  Indiana  where  the  railroads  fix  their  own  rates,  but  instead  of 
increasing  their  rates  since  they  claim  an  increase  in  the  operating  expenses, 
if  there  has  been  any  change  at  all  it  has  been  to  lower  their  rates.  For  the 
above  reasons  we  think  the  proper  thing  to  do  is  for  all  railroad  companies 
operating  within  the  State  of  Illinois,  to  charge  a  uniform  rate  for  the  trans- 
portation of  freight  on  all  business  done  within  the  State  of  Illinois  and  we 


do  not  believe  that  the  rates  within  the  State  of  Illinois,  as  shown  by  the 
Commissioners"  Schedule,  are  reasonable,  but,  on  the  contrary,  that  they  are 
very  much  higher  than  they  should  be  and  are  unreasonable. 

It  is  therefore  ordered  by  the  commission,  that  the  secretary  of  this  commis- 
sion shall  prepare  a  new  schedule  of  reasonable  maximum  rates,  as  provided 
by  the  statutes.  That  all  railroads  operating  in  the  State  of  Illinois  shall  be 
classified  as  roads  of  Class  "A"  and  roads  of  Class  "B." 

That  from  and  after  the  first  day  of  January,  1906,  the  schedule  of  reasonable 
maximum  rates  for  the  transportation  of  freights  and  cars  on  railroads  of 
Class  "A"  shall  be  a  reduction  of  twenty  (20)  per  cent  from  the  schedule  at 
present  in  force,  as  evidenced  by  schedule  and  classification  hereto  attached, 
and  that  roads  of  Class  "B"  shall  be  permitted  to  charge  not  to  exceed  ten 
(10)  per  cent  additional  to  the  the  schedule  provided  for  roads  of  Class  "A" 
as  herein  provided. 

J.   S.  NEVILLE.  Chairman. 
ARTHUR  L.  FRENCH,  Commissioner. 
I.  L.  ELLWOOD,  Commissioner. 

Dated  this  fifth  day  of  December,  1905.  at  Springfield,  Illinois. 

Upon  the  promulgation  of  this  order,  several  of  the  railroad  com- 
panies by  their  representatives  entered  protest,  making  claim  that  the 
reduction  was  too  great  upon  the  car  load  classes  and  that  if  given 
a  reasonable  time  they  could  furnish  proof  to  sustain  their  position. 
So,  on  December  28th,  1905,  the  commission  entered  of  record  an 
order  suspending  the  order  of  December  5th.  1905,  as  to  classes  six  to 
ten  inclusive,  and  commodity  rates,  said  order  to  be  in  full  force  and 
effect  as  to  classes  one  (1)  to  five  (5)  inclusive,  on  and  after  January 
1,  1906.  This  modified  order  was  accepted  and  put  in  effect  by 
all  the  railroads. 

Immediately  following  the  entry  of  the  order  of  December  5th,  1905, 
the  railroad  companies  sent  to  the  office  of  the  commission  from  six 
to  ten  of  the  chief  rate  clerks  from  the  offices  of  as  many  of  the  lead- 
ing railroads  of  the  State  and  together  with  Mr.  Charles  J.  Smith, 
assistant  secretary  to  the  commission,  a  very  thorough  and  compre- 
hensive comparison  was  instituted  and  compiled  of  the  actual  rates 
being  charged  on  a  large  number  of  articles  by  the  railroads  operating 
in  the  states  of  Indiana,  Illinois  and  Iowa.  From  this  comparison 
the  commission  have  been  able  to  form  a  more  accurate  knowledge  of 
the  actual  conditions  at  present  existing  than  from  almost  all  the 
testimony  previously  presented,  and  have  decided  that  the  20  per 
cent  reduction  011  the  first  five  classes  shall  stand  as  already  ordered 
and  that  the  classes  six  to  ten  inclusive,  and  commodities  be  reduced 
on  a  sliding  scale  commencing  with  ten  per  cent.  The  final  order  in 
full  reads  as  follows: 

'^SPRINGFIELD,  ILL..  June  5th.  1906. 

BEFORE  THE  RAILROAD  AND  WAREHOUSE  COMMISSION  OF  THE  STATE  OF  ILLINOIS. 

At  the  regular  monthly  meeting  of  the  commission  held  this  date, 
The  case  of  the  petition  for  the  reduction  of  rates  of  freight  in  the  State  of 
Illinois  by  various  business  men's  associations  and  shippers,  having  been 
continued  from  time  to  time,  and  an  order  of  the  commission  having  been 
entered  of  date  December  5th,  1905.  for  a  reduction  of  twenty  (20)  per  cent 
on  all  classes  and  commodities,  effective  January  1st,  1906,  which  order  was 
modified  by  action  of  the  commission,  of  date  December  38th,  1905: 

The  order  for  the  twenty  (20)  per  cent  reduction  remaining  in  full  force 
and  effect  as  to  classes  one  to  five  inclusive  as  of  date  Jan.  1.  1906:  the  order 
as  applied  to  classes  six  to  ten  inclusive  and  commodity  rates  being  suspended 


pending  a  comparison  to  be  made  with  the  rates  in  force  in  other  states.  A 
very  comprehensive  comparison  having-  been  made  and  presented  to  the  com- 
mission for  their  information,  and  the  commission  now  being  fully  advised: 

It  is  there/ore  ordered,  that  the  original  decision  of  the  commission  in  re- 
lation to  the  reduction  of  classes  one  to  five  inclusive,  dated  Dec.  5,  1905, 
effective  Jan.  1,  1906,  be  reaffirmed.  That  classes  six  (6)  to  ten  (10)  inclusive 
and  commodity  rates  be  reduced  on  the  basis  of  a  sliding  scale,  commencing 
at  ten  (10)  per  cent  and  gradually  reducing  this  percentage,  as  shown  in  the 
schedule  hereto  attached,  and  which  is  made  a  part  of  this  order. 

It  is  further  ordered,  that  various  changes  made  in  the  classification  of 
railroads  and  freights,  copy  of  which  is  attached,  be  approved  and  made  a 
part  of  this  order. 

It  is  further  ordered,  that  various  changes  governing  the  classification  of 
freight,  the  switching  of  cars  and  the  regulations  regarding  the  passenger 
tariff,  copy  attached,  be  approved  and  made  a  part  of  this  order. 

It  is  further  ordered,  that  the  Illinois  Commissioners'  Classification  No.  10, 
being  a  Schedule  of  Reasonable  Maximum  Rates  of  charges  for  the  ti'ansport- 
ation  of  passengers  and  freights  and  cars,  together  with  a  classification  of 
railroads  and  freights  and  rules  governing  the  same,  as  prepared  in  the  office 
of  this  commission  (copy  of  which  is  herewith  attached,  and  made  a  part  of 
this  order),  be  approved,  and  that  the  said  Illinois  Commissioners'  Classifica- 
tion No.  10,  as  described  in  this  order,  be  of  full  force  and  effect  on  all  the 
railroads  operating  in  the  State  of  Illinois,  from  and  after  the  first  day  of 
July,  1906. 

Done  by  the  Railroad  and  Warehouse  Commission  of  the  State  of  Illinois, 
at  its  office  in  Springfield,  Illinois,  this  fifth  day  of  June,  1906. 

Witness  our  hands  and  the  Seal  of  the  Commission, 

(Signed)  J.  S.  NEVILLE,  Chairnum. 

ARTHUR  L.  FRENCH,  Commissioner. 
Attest:  I.  L.  ELL  WOOD,  Commissioner. 

WM.    KlLPATRICK, 

SecreUiru. 

Printed  in  connection  with  this  report  you  will  find  a  record  of 
this  case  from  its  inception  to  the  final  decision  of  the  commission, 
which  contains  copies  of  the  petitions  and  the  names  of  the  peti- 
tioners, the  names  of  the  railroad  companies  which  took  part  in  the 
hearings  and  the  distinguished  counsel  representing  both  sides  of 
the  controversy,  together  with  tables  of  comparisons  of  rates  actually 
in  force  at  the  present  time  in  this  and  other  States.  The  whole 
representing  days  and  weeks  and  months  of  patient  and  persistent 
labor. 

In  addition  to  the  question  of  the  rates  of  freight  in  the  State  of 
Illinois,  the  commission  have  instituted  inquiry  as  to  the  reasonable- 
ness of  the  rates  for  passenger  service  as  compared  with  other  States. 
Quite  a  little  agitation  has  been  going  on  in  adjacent  territory  as  to 
the  reasonableness  of  the  present  passenger  tariff,  but  at  no  time  has 
any  petition  been  filed  with  this  commission  regarding  this  branch 
of  the  service.  However,  regarding  it  probable  that  you  might  desire 
information  on  this  subject  at  any  time,  the  commission  have  given 
it  considerable  thought  and  are  prepared  to  present  to  you  the  result 
of  their  investigations.  • 

To  the  correct  understanding  of  a  subject  which  affects  so  many 
and  varied  interests,  we  have  given  our  most  careful  consideration 


8 

and  we  trust  that  the  final  decision  of  the  case  will  meet  with  the 
approval  of  all  interested,  the  public,  the  railroads  of  our  State  and 
yourself. 

(Signed)  J.  S.  NEVILLE,  Chairman. 

AETHUE  L.  FEENCH,  Commissioner. 

Attest:  I.  L.  ELLWOOD,  Commissioner. 

WM.  KILPATEICK, 

Secretary. 
CHAS.  J.  SMITH, 

Assistant  Secretary. 

During  the  hearing  of  this  case,  the  petitioners  were  represented  by 
Mr.  Dickerson  McAfee,  president,  and 
Mr.  L.  B.  Boswell,  commissioner, 

Quincy  Freight  Bureau. 
Mr.  John  M.  Glenn,  secretary, 

Illinois  Manufacturers'1  Association. 
Mr.  Jay  D.  Miller,  attorney, 

Commercial  Exchange  of  Chicago. 
Mr.  John  G.  Shedd.  general  chairman, 

National  Association  of  Merchants  and  Travelers. 
Mr.  Felix  B.  Tait,  president,  and 
Mr.  E.  B.  Irving-,  secretary, 
Mr.  George  W.  Mueller, 

Decatur  Jobbers'  and  Manufacturers'  Association. 
Mr.  C.  S.  Jones,  traffic  manager, 

Western  Merchants  and  Manufacturers'  Association. 
Mr.  Henry  Dirksen,  and 
Mr.  Stuart  Brown,  attorney, 

The  Business  Men's   Association  of  Sprinujield. 
Mr.  Louis  Fitzhenry,  and 
E.  Barry,  attorneys, 

The  Business  Men's   Association  of  Bloomington 
Mr.  H.  C.  Barlow,  executive  director, 

Chicago  Shippers'  Association. 

And  the  railroad  companies  by 
Mr.  John  G.  Drennan,  district  attorney, 
Mr.  W.  J.  Harahan,  general  manager, 
Mr.  W.  E.  Keepers,  general  freight  agent, 
Mr.  M.  C.  Markham,  assistant  traffic  manager, 
Mr.  F.  B.  Bowes,  freight  traffic  manager, 

Illinois  Central  R.  R.  Co. 
Mr.  William  Brown,  attorney, 
Mr.  James  Miles,  attorney, 
Mr.  Fred  A.  Wann,  general  freight  agent, 

Chicago  &  Alton  By.  Co. 
Mr.  Chester  M.  Dawes,  general  solicitor, 
Mr.  George  B.  Harris,  president, 
Mr.  W.  B.  Hamblin,  assistant  general  freight  agent. 

•  Chicago,  Burlington  &  Quincij  Ry. 

Mr.  Burton  Hanson,  general  solicitor. 
Mr.  A.  C.  Bird,  third  vice  president, 

Chicago,  Milwaukee  A  St.  Paul  Ry.  Co. 
Mr.  E.  H.  Seneff,  general  attorney, 
Mr.  S.  J.  Cooke,  general  freight  agent, 

Chicago  &  Eastern  Illinois  R.  R.  Co. 


9 


Mr.  T.  C.  Powell,  fifth  vice  president. 
Judge  E.  C.  Kramer,  district  attorney, 

Southern  Ry.  Co. 

Judge  J.  M.  Hamill,  district  attorney, 
Capt.  Lee  Hovvell,  general  freight  agent, 

Louisville  &  Nashville  R.  R. 
Mr.  James  Graham,  attorney, 

Baltimore  &  Ohio  South  Western  R.  R.,  and 

Cincinnati,  Hamilton  &  Dayton  Ry. 
Judge  E.  T.  .Glennon,  attorney, 

.   *    New  York  Central  Lines. 
Messrs.  McAnulty  &  Allen,  attorneys, 

Vandalia   R.  R. 

Mr.  E.  B.  Boyd,  general  freight  agent, 
Mr.  Harry  Gower,  assistant  traffic  manager, 

Chicago,  Rock  Island  &  Pacific  Ry. 
Mr.  C.  N.  Travous,  general  solicitor, 
Mr.  S.  B.  Knight,   general  freight  agent, 

The  Wabash  R.  R.  Co. 
Mr.  William  Brown,  attorney, 

The    Chicago  Lines. 
Mr.  Robert  Dunlap,  general  attorney, 

Atchison,  Topeka  &  Santa  Fe  Ry. 

The  Railroad  Brotherhoods, 
Mr.  E.  E.  Clark,  G.  C.  C.  O.  R.  C. 
M.  D.  E.  Sullivan,  O.  R.  C. 
Mr.  James  R.  Howe,  B.  of  L.  E. 

Mr.  N.  C.  Allen. 

HEADINGS  OF  1905  ANB  1966* 
rs  represented  by 

.'.  Hamlin,  ex-attorney  general,  cotmsel  & 
r.  Felix  J.  Streychmans,  associate  counsel 


RECORD  OF  PROCEEDINGS 

BEFORE  THE 

Railroad  and  Warehouse  Commission 

OF  THE 

STATE  OF  ILLINOIS 

In  the  Matter  of  Revision  of  the  Schedule  of  Reasonable  Maximum 
Rates  for  the  Transportation  of  Freight 

1902  TO  1906  INCLUSIVE 


IN  RE-REVISION  OF  SCHEDULE  OF  REASONABLE  MAX- 
IMUM RATES  FOR  THE  TRANSPORTATION  OF 
PASSENGERS  AND  FREIGHTS  AND 
CARS  BY   THE  RAILROADS 
OF  THE  STATE  OF 
ILLINOIS. 


BEFOKE  THE  BOAED  OF  RAILROAD  AND  WAREHOUSE  COMMISSIONERS. 

JAS.  S.  NEVILLE,  Chairman, 

ARTHUR  L.  FRENCH,  ISAAC  L.  ELLWOOD, 

WM.  KILPATRICK,  Secretary. 

On  account  of  a  large  amount  of  correspondence  having  been  re- 
ceived in  the  office  of  the  commission  and  a  petition  filed  by  the 
Quincy  Freight  Bureau  (afterwards  withdrawn),  the  commission 
directed  the  secretary  to  issue  the  following  circular  letter: 

March  4,  1902. 
DEAR  Sm: 

At  a  meeting-  of  this  commission  held  at  Springfield  this  date,  it  was 
decided  that  it  was  very  necessary  that  a  revision  be  had  of  the  Classification 
and  Schedules  of  reasonable  maximum  rates  for  the  transportation  of  freight 
and  passengers  over  the  railroads  in  the  State  of  Illinois.  A  large  number  of 
new  commodities  are  not  contained  in  our  present  classification  and  very  dif- 
ferent conditions  prevail  from  that  existing  at  the  time  this  classification  was 
established.  In  order  to  make  the  present  revision  as  complete  as  possible,  I 
am  sending  you  a  copy  of  the  present  classification  and  it  is  the  desire  of  the 
commission  co  have  you  make  notations  thereon  of  any  changes  your  trade 
would  like  to  have  "made  and  the  reasons  why  such  change  is  desirable  or 
necessary.  All  of  these  suggestions  will  be  compiled  in  this  office  and  a  meet- 
ing appointed  at  which  the  representatives  of  all  interested,  both  the  railways 
and  all  classes  of  shippers,  will  be  accorded  a  hearing  and  the  commission  in 
this  way  be  afforded  an  opportunity  to  conserve  the  interests  of  all.  I  trust 
you  will  lend  us  your  assistance  in  this  matter. 

Respectfully  yours, 

W.M.    KlLPATRIC'K, 

Secretary. 

In  response  to  this  circular  letter  the  Quincy  Freight  Bureau,  by 
Dickerson  McAfee,  President,  and  L.  B.  Boswell.  Commissioner,  filed 
a  petition  as  follows,  of  date  of  May  31st,  1902: 

THE  QUINCY  FREIGHT  BUREAU. 

QUINCY,  ILL.,  May  31,  1902. 

To  the  Honorable,  Tlie  Illinois  Railroad  and  Warehouse  Commission: 
Hon.  James  S.  Neville, 
Hon.  Arthur  L.  French, 
Hon.  James  McKinney, 

Commissioners,  Springfield,  III. 

The  Quincy  Freight  Bureau,  an  organization  of  shippers  incorporated  under 
the  general  laws  of  the  State  of  Illinois,  respectfully  represent,  and  petition 
your  honorable  body,  as  follows: 


14 

The  present  schedule  of  "Maximum  Rates  of  Charges  for  the  transportation 
of  freight  on  the  Railroads  of  the  State  of  Illinois,"  is  unequal,  unjust  and 
too  high. 

That  it  is  used  by  the  railroads  in  Illinois  only  to  govern  in  certain  cases 
and  is  not  the  basis  generally  adopted  and  practiced  by  them. 

That  different  rate  basis,  or  scale  of  freight  rates  are  being  used  by  the 
railroads  within  this  state,  viz.: — 

The  Illinois  Commissioners'  Schedule. 
The  Chicago-St.  Louis  Traffic  Association  scale. 
The  Central  Freight  Association  scale. 
Special  Commodity  rates. 

That  on  shipments  originating  within  the  states  of  Michigan,  Ohio  and 
Indiana,  destined  to  points  in  the  State  of  Illinois,  a  lower  scale  of  freight 
rates  than  the  Illinois  Commissioners'  scale  is  daily  used,  thus  permitting 
shipments  from  such  points  outside  of  this  State  to  be  sent  to  Illinois  points 
at  a  lower  cost  for  equal,  or  greater,  distance  than  on  shipments  from  and  to 
points  wholly  within  this  state,  to  the  damage  and  detriment  of  shippers  res- 
ident of  Illinois. 

We  therefore  petition  your  honorable  body  to  accept  and  adopt  as  the 
reasonable  basis  of  freight  rates  upon  shipments  to  and  from  points  wholly 
within  the  State  of  Illinois,  the  schedule  of  rates  shown  in  Exhibit  A  hereto 
attached  and  made  a  part  of  this  petition,  in  lieu  of  the  present  Illinois  Com- 
missioners' maximum  rates  of  freight. 

Your  petitioner  further  represents,  that  the  Illinois  Classification  of  various 
articles  is  not  complete,  or  suited  to  modern  requirements,  and  fails  to  pro- 
vide for  many  articles  now  in  daily  use. 

Therefore,  concurrent  with  the  adoption  of  the  scale  of  freight  rates  shown 
in  Exhibit  A,  we  respectfully  request  the  adoption  of  the  Official  Classifica- 
tion No.  22,  in  lieu  of  the,  present  Illinois  Classification,  subject  to  amend- 
ments from  time  to  time,  as  your  honorable  body  may  find  necessary. 

Your  petitioner  further  represents,  that  the  present  Illinois  rules  and  sche- 
dule does  not  provide  for  joint  rates  of  freight  which  may  be  necessary  on 
freight  moving  over  two  or  more  lines  of  railroad  within  this  state,  where 
joint  tariffs  are  not  provided  for  by  the  railroads. 

In  such  instances  the  sum  of  the  mileage  or  local  charges  forms  the  basis, 
for  freight  charges,  and  the  longest  mileage  is  taken  where  possible. 

We  therefore  request  and  petition  your  honorable  body,  to  promulgate  a 
rule  which  will  in  its  effect  provide  for  such  conditions  and  shipments,  and 
we  suggest  the  adoption  of  the  following,  or  a  similar  rule: 

"Joint  rates  for  the  transportation  of  shipments  of  merchandise  classes,  or 
other  articles  necessary  to  be  included,  over  two  or  more  lines  of  railroad 
which  are  not  under  the  same  management  and  control,  and  not  otherwise 
herein  provided  for,  shall  be  made  by  adding  to  the  rate  prescribed  in  this 
tariff  for  the  entire  mileage  the  following  figures,  and  in  all  such  cases  the 
shortest  line  mileage  shall  form  the  basis  for  charges  upon  any  single  line  of 
railroad  between  points  of  origination  and  destination,  or  junction  transfer 
points,  viz.: 

Classes 1       2       3       4       5       A       B      C       D       E 

Cents  per  100  pounds      554433         3     2>a     2>-J      2 
Or,  if  the  Official  Classification  is  adopted  in  lieu  of  the  present  Illinois 
classification,  and  the  number  of  classes  thereby  reduced,  then  the  figures  to 
be  used  shall  be  as  follows: 

Classes 1       2       3       4       5       6 

Cents  per  100  pounds 5       4       3       3       2       2 

Respectfully  submitted, 

THE  QUINCY  FREIGHT  BUREAU, 

By  DICKERSON  MCAFEE,  President, 
By  L.  B.  BOSWELI.,  Commissioner. 


15 

QUINCY,  ILL..  May  31,  1902. 
To  the  Honorable,  The  Illinois  Railroad  and  Warehouse  Commission: 

Hon.  James  S.  Neville, 
Hon.  Arthur  L.  French, 

Commissioners,  Springfield,  III. 

The  Quincy  Freight  Bureau  is  an  organization  of  shippers,  incorporated 
under  the  general  laws  of  the  State  of  Illinois,  May  20,  1897.  Its  membership 
comprises  manufacturers,  jobbers,  merchants  and  others,  located  in  the  city 
of  Quincy,  Illinois. 

Complying  with  the  invitation  contained  in  your  circular  letter  of  March 
4th  to  offer  suggestions  tending  to  a  ''revision  of  the  Classification  and  Sched- 
ules of  Reasonable  Maximum  rates  for  the  transportation  of  freight  and  pas- 
sengers over  the  railroads  in  the  State  of  Illinois,''  and  your  letter  of  May 
7th,  referring  to  the  claims  of  shippers  "that  the  rates  prevailing  from  the 
States  of  Indiana  and  Iowa  into  the  State  of  Illinois  are  much  lower  for 
longer  distances  than  for  a  much  shorter  distance  in  our  State  and  are  there- 
fore a  discrimination  against  the  manufacturers  and  jobbers  in  this  State,1' 
we  present  herewith  a  petition  to  your  honorable  body,  and  beg  leave  to  offer 
the  following  as  substantial  reasons  for  your  granting  our  request. 

We  do  not  believe  it  will  be  to  the  advantage  of  Illinois  manufacturers  and 
merchants  to  amend  the  Illinois  schedule  of  maximum  rates,  or  classification 
in  part. 

We  seek  to  have  your  honorable  body  revise  as  a  whole,  and  not  in  part, 
the  existing  schedule  of  ''Maximum  Rates  of  Charges  for  the  transportation 
of  freight  and  passengers  on  the  Railroads  in  the  State  of  Illinois."  including 
also  the  Illinois  ''Classification  of  Freight." 

This  request  is  made  in  behalf  of  the  shippers  of  the  City  of  Quiney,  Illi- 
nois, and  for  the  benefit  of  all  shippers  within  this  State. 

In  support  of  our  application  for  revision  of  freight  rates  in  the  manner 
proposed,  some  reasonable  basis  or  justification,  should  be  stated. 

Therefore  your  petitioner  respectfully  represents: 

1.  Our  trade  and  traffic  relations  with  manufacturers  and  jobbers  located 
in  the  States  of  Michigan,  Ohio  and  Indiana  are  such,  under  existing  condi- 
tions as  to  enable  our  competitors  to  reach  Illinois  localities  on  a  basis  of 
freight  rates  comparatively  lower  than  can  be  secured  by  our  State  manu- 
facturers and  merchants.  Discriminations  exist  wholly  in  favor  of  parties 
outside  this  State. 

This  condition  cannot  be  fairly  met.  or  overcome,  unless,  and  until,  the 
same  basis  of  freight  rates  and  classification  is  afforded  to  Illinois  manu- 
facturers and  jobbers,  that  is  secured  to  and  enjoyed  by  the  manufacturers 
and  jobbers  in  the  three  states  named,  to- Illinois  points. 

Therefore,  our  request  is  that  you  adopt  as  a  whole,  the  rate  basis  which 
now  prevails  from  the  states  of  Michigan,  Ohio  and  Indiana,  to  points  in  the 
State  of  Illinois,  shown  by  mileage  rates  in  Exhibit  A,  as  the  mileage  basis  for 
all  freight  between  points  wholly  wTithin  the  State  of  Illinois. 

Also  that  you  adopt  as  the  classification  of  articles  within  the  State  of  Illi- 
nois, the  Official  Classification  No.  22,  concurrent  with  the  adoption  of  the 
scale  of  mileage  rates  shown  in  Exhibit  A.  Such  classification  to  be  subject 
to  amendment  as  you  may  deem  necessary. 

2.  The  existing  scale  of  Illinois  mileage  rates  for  freight,  also  the  Illinois 
classification  of  articles,  was  originally  made  and  established  by  the  Illinois 
Railroad  and  Warehouse  Commission  immediately  subsequent  to  the  passage 
of  the  Interstate  Commerce  law,  about  the  year  1887. 

At  that  time  conditions  surrounding  or  governing  the  question  of  reason- 
able maximum  rates  differed  from  those  existing  at  the  present  time. 

Traffic  within  the  borders  of  this  State  was  not  as  great. 

Railroads  were  not  as  well  equipped  to  handle  freight  or  passengers. 

Population  was  less  dense.  Towns  and  cities  of  less  size.  Manufacturing 
and  jobbing  was  not  as  great  in  volume  or  tonnage  as  at  present. 

The  size  and  capacity  of  engines,  and  also  of  freight  and  passenger  cars 
was  much  less  fifteen  years  ago  than  at  this  time. 


16 

The  minimum  of  expenses  was  greater.  Roads  and  bridges  were  not  as  well 
ballasted,  or  built.  Trains  could  not  be  as  heavily  loaded. 

Experience,  and  the  practical  knowledge  of  operation,  cost  of  operation  and 
the  transportation  of  freight  and  passengers,  had  not  reached  the  scientific 
basis  which  now  governs  railroad  management. 

The  experience  which  has  been  thus  gained  relating  to  questions  of  traffic 
in  Illinois,  as  well  as  in  the  states  east  of  the  Indiana- Illinois  line,  and  north 
of  the  Ohio  river,  will  serve  to  furnish  a  criterion  to  govern  your  actions. 
Notably  that  of  railroads  in  the  states  of  Michigan,  Ohio  and  Indiana,  which 
are  comparatively  less  in  size  and  population,  and  have  less  number  of  miles 
of  railroads  than  Illinois. 

3.  Your  petitioner  calls  attention  to  the  basis  of  freight  rates,  as    well    as 
classification,  which  apply  on  shipments  between  points  wholly    within    the 
states  of  Michigan,  Ohio  and  Indiana,  as  being  comparatively  more  favorable  on 
State  traffic  for  similar  or  greater  mileage  distances,  than  the  mileage  rates  of 
freight  and  classification,  now  in  effect  in  this  State  under  the  Illinois  Commis- 
sioners'Schedule,  is  to  shippers  in  Illinois  on  shipments  between  points  wholly 
with  in  this  State. 

That,  in  many  instances,  manufacturers  and  jobbers,  located  in  the  states 
of  Michigan,  Ohio  and  Indiana,  ship  goods  to  local  points  in  the  State  of  Ill- 
inois at  less  rates  of  freight  than  is  charged  by  Illinois  railroads  on  shipments 
between  points  wholly  within  Illinois,  under  the  Illinois  Commissioners' 
schedule  of  freight  rates  and  classification,  notwithstanding  the  fact  that 
the  mileage  distance  is  greater  from  points  within  Michigan,  Ohio  and  India- 
na to  Illinois  points,  than  from  and  to  points  wholly  within  this  State.  See 
Exhibit  B. 

All  of  which  discriminates  to  the  damaged  and  detriment  of  Illinois  manu- 
facturers and  jobbers,  and  tends  to  favor  non-residents  as  against  State  ship- 
pers. 

As  an  example,  we  will  take  the  rate  of  freight  on  stoves  from  various 
points  to  Taylorville,  Illinois.  The  classification  is  the  same  under  the  Illi- 
nois and  Official  Classifications,  3d  L.  C.  L.  and  5th  C.  L. 

RATES  IN  CENTS  PEE  100  POUNDS. 

From                    Miles.             L.  C.  L.  3d  Class.  C.  L.  5th  Class. 

Quincy,  111 187                                     29.98  19.25 

Cleveland,  Ohio.       436  via  Toledo  

Cleveland,  Ohio.       597  via  Chicago            33  19.5 

Detroit,  Mich. .  .       397                                    30  18 

Louisville,  Ky..       312                                   26  16 

Cincinnati,  O. ..       327                                    25  15 

4.  It  should  be  remembered  that  ±he  cost  is  less  in  the  assembling  of    raw 
materials  by  manufacturers,  or  of  products  by  jobbers,  located    in    Michgan, 
Ohio  and  Indiana,  than  to  those  in  Illinois. 

This  occurs  through  the  application  of  a  lower  percentage  basis  from  east- 
ern points  to  Michigan,  Ohio  and  Indiana,  than  to  Illinois  points. 

For  example.  Indianapolis  takes  93  per  cent  of  the  New  York-Chicago  rates 

on  freight  originating  east  of  Buffalo,  Pittsburg  or  Wheeling.  Quincy  is  a 
124  per  cent  point.  Apply  the  sums  of  cost  of  freight  from  Indianapolis  and 

Quincy  to  Jacksonville,  111.,  and  note  the  difference  in  freight  rate  in  favor 
of  Indianapolis. 


17 


CLASSES. 


j  1 

2 

3 

4 

5 

6 

New  York  to  Quincy  

93 
36  66 

12966 

81 
£008 

111  OS 

fi2 
-  24  34 

86  34 

43 
17  86 

6086 

37 
•J4-2H 

51  28 

-11  96 
42  96 

Quincy  to  Jacksonville.  Ill          

New  York  to  Indianapolis  
Indianapolis  to  Jacksonville,   111  

70 
37 

107 

60 
32 

92 

47 
23  5 

70  5 

33 
16 

49 

28 
13  5 

41  5 

23 

10  : 

33  5 

Difference 

22  66 

10  08i      13  84 

11  86 

9  78 

9  46 

The  combination  thus  shown,  which  is  only  one  of  many,  will  serve  to 
demonstrate  that  a  double  advantage  lies  with  towns  in  Michigan,  Ohio  and 
Indiana  over  those  in  Illinois,  first:  In  being  able  to  receive  freight  from 
eastern  points  on  lower  first  cost,  and  then  re-ship  into  Illinois  on  a  lower 
basis  of  freight  rates  than  manufacturers  and  merchants  in  Illinois  can  re- 
ceive or  distribute;  and,  second:  In  manufacturing,  or  obtaining  products 
originating  within  the  States  of  Michigan,  Ohio  and  Indiana  on  a  more  favor- 
able basis  of  freight  rates  and  shipping  into  this  State  on  a  lower  mileage 
schedule  than  is  now  permitted  between  Illinois  points,  on  eastern  or  strictly 
Illinois  products. 

Your  attention  is  called  to  the  list  of  percentages  from  New  York  to  vari- 
ous points  in  Michigan,  Ohio  and  Indiana,  also  Illinois,  shown  in  Exhibit  C, 
as  a  basis  for  comparison. 

5.  It  is  clearly  obvious  that  there   should  be  no    such  local  distinction  as 
now  exists  in  freight  rates  within,  or  between,  the  states  of  Michigan,  Ohio. 
Indiana  and  Illinois.     That  a  parity  basis  should  exist  in   Illinois  in  common 
with  the  basis  in  effect  within  or  between  the  three  states  named. 

Jt  should  be  known  by  the  commission  that  the  division  of  territory  and 
consequent  adjustment  of  the  bases  of  freight  rates  by  railroads  represented 
in  the  Central  Freight  Association  (comprising  all  the  railroads  within  the 
states  of  Michigan,  Ohio  and  Indiana),  in  conjunction  with  the  railroads  in  the 
State  of  Illinois,  establishes  the  east  bank  of  the  Mississippi  river — East  St. 
Louis  to  East  Dubuque,  inclusive — as  the  western  boundary,  or  termini  of 
such  railroads,  for  the  application  of  freight  rates,  under  the  Official  Classifi- 
cation, on  traffic  which  originates  east  of  the  Indiana-Illinois  state  line. 

This,  evidently,  both  in  practice  and  fact,  includes  the  State  of  Illinois 
within  the  territory  governed  by  the  lines  east  of  the  Indiana-Illinois  state 
line,  in  so  far  as  rates  and  classification  is  concerned. 

Thus,  by  common  consent  and  joint  arrangement  and  cooperation  of  and  by 
all  railroads  within  the  State  of  Illinois,  in  the  carriage  of  freight  at  less 
rates  than  the  Illinois  Comissioners'  maximum  schedule  on  traffic  between 
points  within  the  three  states  mentioned,  and  Illinois,  the  required  precedent 
is  established  for  your  accepting  and  adopting  the  schedule  of  freight  rates 
(see  Exhibit  A)  and  classification,  that  is  used  in  Michigan,  Ohio  and  Indiana 
on  such  freight  and  traffic,  as  the  reasonable  maximum  basis  to  be  used  be- 
tween points  wholly  within  the  State  of  Illinois,  otherwise  extortion  and  un- 
just discrimination  is  permitted  to  be  practiced  daily,  by  the  railroads  in  Illi- 
nois. 

6.  It  may  be  said  that  there  are  four  distinct  rate  bases  in  use  within  the 
State  of  Illinois,  affecting  state  traffic,  viz  : 

The  Illinois  Commissioners1  schedule. 
The  Chicago-St.  Louis  Association  scale. 
The  Central  Freight  Association  scale. 
Commodity  rates. 


2— R  W 


18 

The  Chicago-St.  Louis  and  the  Central  Freight  Association  scale,  .are  both 
lower  than  the  Illinois  Commissioners'  maximum  schedule,  while  commodity 
rates  prevail  on  special  products  which  form  a  basis  not  given  in  either. 

The  fact  of  the  daily  use  of  lower  rates  in  Illinois,  shown  by  the  Central 
Freight  Association  scale,  in  the  distribution  of  freight,  is  conclusive  evidence 
of  their  reasonableness.  It  also  establishes  the  necessity  for  present  revision 
of  the  Illinois  Commissioners'  maximum  schedule  to  a  degree  to '  bring  about 
uniformity  and  equality  so  as  to  give  Illinois  shippers  the  benefit  of  the  more 
favorable  basis  which  is  now  obtained  by  competitors  located  in  the  states  of 
Michigan,  Ohio  and  Indiana. 

For  your  information  a  comparative  list  is  appended  (see  Exhibit  D)  which 
shows  the  rates,  on  a  mileage'  basis,  in  force  in  Illinois  under  the  Illinois  Com- 
missioners' schedule,  and  those  in  effect  in  the  territory  under  the  jurisdiction 
of  the  Central  Freight  Association  to  all  points  in  Illinois  from  points  within 
the  states  of  Michigan,  Ohia  and  Indiana. 

Your  petitioner  believes  that  the  railroads  in  the  State  of  Illinois  are  now 
largely  governed  by  the  rates  and  classification  which  is  in  effect  on  lines  of 
railroads  operating  east  of  the  Indiana-Illinois  state  line  on  all  traffic  from 
the  states  of  Michigan,  Ohio  and  Indiana,  and  accept  daily  the  rate  basis 
shown  in  Exhibit  A.  in  the  transportation  of  such  freight.  But  on  shipments 
originating  in  Illinois,  destined  to  points  wholly  within  this  State,  the  same 
railroads  use  and  charge  a  higher  tariff,  under  the  Illinois  maximum  schedule, 
which  is  an  act  of  discrimination. 

7.  Your  petitioner  also  calls  your  attention  to  the  fact  that,  under  existing 
rules  and  regulations,  no  provision  is  made  to  protect  shippers  in  cases 
where  joint  tariffs  are  not  arranged  between  railroads  wholly  within  this 
State. 

In  every  such  case  the  railroads  charge  the  Illinois  maximum  scale  of  rates 
for  the  mileage  over  their  individual  lines  and  for  the  longest  distance  the 
freight  can  be  hauled  over  the  respective  lines. 

The  effect  of  thus  charging  the  sums  of  the  local  rates  on  shipments  within 
Illinois,  results  in  an  ultimate  freight  rate  which  becomes  unjust  or  prohib- 
itive. 

Our  request  for  a  rule  which  will  establish  a  fair  and  equitable  basis  for 
joint  rates,  where  joint  tariffs  are  not  provided  for  by  the  different  lines  of 
railroads  in  Illinois,  is  in  line  with  relief  of  our  State  shippers  from  an  unfair 
practice. 

The  commission  should  become  informed  of  the  inequality  of  freight  rates 
which  exist  in  this  State.  We  seek  to  place  the  question  before  you,  with 
statements  of  facts  known  to,  or  believed  by  your  petitioner  and  pray  for  re- 
lief. 

Equalit}7,  uniformity  and  a  more  modern  basis  of  rates,  and  also  classifica- 
tion, is  required  in  the  interest  of  all  shippers. 

Competition  on  the  part  of  Illinois  manufacturers  and  merchants,  with 
those  situated  in  the  states  of  Michigan,  Ohio  and  Indiana,  is  made  difficult 
or  impossible  owing  to  the  lower  rates  of  freight  which  have  prevailed  for 
many  years  from  these  states  into  Illinois  than  apply  on  shipments  between 
points  wholly  within  this  State. 

The  continuance  of  this  condition  within  your  knowledge,  acts  as  an  unlaw- 
ful discrimination  against  shippers  in  this  State,  and  is  in  violation  of  the 
statutes  of  Illinois. 

Your  petitioner  believes  it  is  clearly  within  your  province  to  protect  the 
people  of  this  State  from  discrimination  practiced  in  the  interest  of  non-resi- 
dents, and  compel  railroads  which  violate  our  laws  to  cease  and  desist.  And 
that  it  becomes  your  duty  to  give  to  the  shippers  of  Illinois  the  benefit  of  the 
most  favorable  basis  for  cost  of  transportation  and  protection  from  compet- 
itors where  such  competition  is  unfair  or  unlawful. 

It  must  be  remembered  that  competition  is  from  the  east  toward  the  west 
in  a  greater  ratio  than  from  the  west  toward  the  east. 

Therefore,  any  basis  of  freight  rates  which  is  more  favorable  to  shippers 
situated  east  of  the  Indiana-Illinois  state  line  to  points  in  the  State  of  Illi- 
nois, affects  Illinois  manufacturers  and  merchants  far  more  than  rates  in  ef- 
fect from  points  west  of  the  Mississippi  river. 


19 

These  and  .other  valuable  and  important  reasons  may  be  cited  as  a  basis  in 
substantiation  of  our  petition  presented  at  this  time. 

You  are  the  guardian  of  the  interests  of  the  shippers  of  Illinois,  and  of  the 
people  of  Illinois  upon  questions  connected  with  transportation. 

The  rights  which  are  possessed  by  the  people,  and  the  laws  which  control 
your  honorable  body  and  that  of  the  transportation  companies  operating- 
within  the  State  of  Illinois,  are  now  invoked  and  the  power  of  exercising- 
them  requested  through  your  honorable  body. 

Your  petitioner  therefore  prays  for  the  speedy  granting  of  the  relief  herein, 
and  through  our  petition,  asked  for. 

Respectfully  submitted, 

By   DICKEKSON  Me  A  FEE,  President. 
By  L.  B.    Bo  SWELL,    Commissioner. 
For  The  Quincy  Freight  Bureau,  Quincy,  III. 

Various  other  petitions  of  the  same  general  tenor  were  filed  by  other 
associations,  merchants  and  others,  asking  for  changes  in  classifica- 
tion and  other  relief,  viz.: 

R.  Seten  &  Son.  J.  M.  Pick  well. 

Massilon  Bridge  Co.  Indianapolis  Bridge  &  Iron  Works. 

Young  Stone  Co.  Elgin  Construction  Co. 

The  King  Company.  Illinois  Bridge  &  Iron  Co. 

Illinois  Bridge  Co.  Joliet  Bridge  &  Iron  Co. 

Geo.  W.  Brown  «fe  Co.  St.  Louis  Traffic  Bureau. 

Hibbard,  Spencer,  Bartlett  &  Co.  D.  Bradley  Manfg.  Co. 

F.  C.  Johnson  Manufacturing  Co.  Reid,  Murdoch  &  Co. 

Cleveland,  Cincinnati.  Chicago  &  St.     Indiana,  Decatur  &  Western  Ry. 

Louis  Ry.  Co.  Lake  Erie  &  Western  R.  R.  Co. 

Armour  &  Co.  Glencoe  Lime  &  Cement  Co. 

Heywood  Bros.  «fc  Wakefield  Co.  Swift  &  Co. 

Robert  M.  Wakeley.  Toledo,  Peoria  &  Western  Ry. 

At  wood  &  Steele  Mfg.  Co.  L.  Burg  Carriage  Co. 

Chase  &  Sanborn.  Illinois  Manfgrs.  Association. 
Dobson  Manfg.  Co. 

On  recipt  of  a  petition  from  the  above  named  firms,  corporations 
and  associations,  the  secretary  of  "the  commission  by  its  direction 
sent  a  copy  of  the  following  letter  to  all  interested,  appointing  a 
meeting  for  June  8,  1902,  at  which  time  a  hearing  would  be  had. 

May  7,  1902. 
To  the  Shipping  IntcreMt*  and  the  Traffic  Department*  of  all  the  Railroads  in  the 

State  of  Illinois. 

GENTLEMEN: — I  am  directed  by  the  Board  of  Railroad  Commissioners  of  the 
State  of  Illinois  to  notify  you  that  at  the  regular  meeting  of  the  board,  on 
Tuesday,  June  3rd,  1902,  at  its  office  in  Springfield,  111.,  at  ten  o'clock  a.  m., 
a  hearing  will  be  given  to  all  parties  interested  in  the  proposed  ''Revision  of 
the  Schedule  of  Reasonable  Maximum  Rates  of  Charges"  for  the  transporta- 
tion of  freight  on  the  railroads  in  the  State  of  Illinois.  I  am  directed  also  to 
invite  the  representatives  of  all  interests  so  involved  so  that  a  reasonable 
and  equitable  adjustment  may  be  made.  A  large  amount  of  correspondence 
has  come  to  this  office  in  answer  to  our  circular  letter  of  March  4th,  1902, 
most  of  which  makes  claim  that  the  rates  prevailing  from  the  states  of 
Indiana  and  Iowa  into  the  State  of  Illinois  are  much  lower  for  longer 
distances  than  for  a  much  shorter  distance  in  our  State  and  are  therefore  a 
discrimination  against  the  manufacturers  and  jobbers  in  this  State.  It  is 
especially  desired  that  a  full  representation  of  all  interests  be  present  at  this 
meeting.  Respectfully  yours, 

WM.  KILPATKKK,  Secretary. 

On  June  8,  1902  at  the  meeting  appointed  for  the  hearing  it  was 
found  that  so  many  changes  had  been  asked  for,  that  to  better  serve 


20 

the  interests  of  all  concerned  it  was  advisable  to  have  the  petitions 
printed.  The  commission  thereupon  directed  the  Secretary  to  have 
all  petitons  printed  for  the  benefit  of  all  interested  and  continued 
the  hearing  to  the  date  of  July  8,  1902. 

On  July  8, 1902.  It  appeared  that  a  large  number  of  other  associa- 
tions of  business  men  and  individuals  desired  to  intervene  and 
become  parties  to  the  proceedings  before  the  commission.  It  was 
therefore  ordered  by  the  commission  that  all  parties  desiring  to  file 
intervening  petitions  be  allowed  until  July  15,  1902,  to  file  their 
petitions  and  all  objections  to  the  granting  of  the  prayer  of  petition- 
ers be  filed  not  later  than  August  5,  1902,  and  the  hearing  adjourned 
until  August  5,  1902. 

The  following  petitions  were  filed  in  accordance  with  the  foregoing 
action:  The  Bloomingtoii  Business  Men's  Association,  The  Merch- 
ant's Association  of  Decatur,  The  Business  Men's  Association  of 
Pontiac,  The  Springfield  Business  Men's  Association,  The  Western 
Merchant's  and  Manufacturers'  Association  of  Peoria,  the  Fruit 
Shippers'  Association  of  Dongola. 

All  of  the  above  adopting  the  petition  of  the  Quincy  Freight 
Bureau  as  the  basis  of  their  petition. 

In  addition  to  the  above  associations,  the  following  firms  also 
became  intervening  petitioners  by  the  following  act: 

July  14,  1902. 

IN  RE-PETITION  OF  THE  QUINCY  FREIGHT  BUREAU  FOR  A  REVIS- 
ION OF  THE  MAXIMUM  FREIGHT  RATES,  ETC. 

To  the  Honorable,  the  Illinois  Railroad  and  Warehouse  Commtsxion  : 

Your  petitioners  representing-  the  shippers  and  merchants,  respectfully 
petition  your  honorable  board  to  be  allowed  to  become  complainants  in  the 
petition  of  the  Quincy  Freight  Bureau  now  pending-  and  undetermined  before 
you  and  set  for  hearing-  on  August  5th,  1902.  at  10:00  o'clock  a.  m. 

Petitioners  hereby  adopt  the  petition  of  the  Quincy  Freight  Bureau  and  the 
prayer  thereof  and  also  the  intervening  petition  of  the  Bloomington  Busi- 
ness Men's  Association,  and  make  the  same  a  part  of  their  petition.  Petition- 
ers show  that  the  present  schedule  of  freight  rates  permits  the  railroads  in  this 
State  to  charge  considerably  more  on  local  shipments  entirely  within  this 
State,  than  is  charged  for  the  same  distance  by  railroads  in  Indiana,  Ohio 
and  Iowa,  although  the  conditions  are  in  many  respects  much  more  favorable 
to  the  railroads  in  this  State  than  in  the  states  aforesaid. 

Petitioners  show  that  the  rates  in  Indiana  are  fixed  voluntarily  by  the 
railroads,  and  that  the  same  are  reasonable  charges,  but  that  the  freight  rates 
in  Illinois  are  unreasonably  high,  unjust  and  oppressive  and  should,  as  your 
petitioners  verily  believe,  be  reduced  so  that  the  same  will  not  exceed  the 
Indiana  rates. 

Petitioners  pray  for  a  revision  and  a  reduction  of  the  rates  and  for  all  other 
relief  prayed  for  in  the  original  and  intervening  petitions  filed  with  your  board. 

Respectfully  submitted. 
Sanitary  Feather  Company.    Chicago,  111. 
Geo.  Wagner. 
D.  B.  Scully  Syrup  Co., 
August  Hausske  &  Co., 
Volkman,  Stallwerch  *.<•  Co.. 
.   The  Chicago  Brush  Co., 
Harrett  Manufacturing  Co.. 
H    O.  Wilbur  &  Son. 
McGrue  &  Powell,  Springfield,  III. 

(Withdraws  name  March  30.  1905.) 


21 


The  R.  Haas  Manfg  Co.,  Spring-field. 

Spring-field  News  Pub.  Co. 

C.  E.  Power, 

Spaulding-  Dode  Clothing-  Co.,     " 

Grand  Union  Tea  Co.' 

The  Spring-field  Monument  Co.," 

George  F.  Bisch. 

Sattley  Manufacturing-  Co.. 

Springfield  Mattress  Co., 

George  E.  Coe, 

Springfield  Paper  Co.. 

Franz  Bros.  Packing  Co., 

Oscar  Ansell, 

John  Maldaner, 

Gray  Bros.,  Bloomington.  111. 

Bloomington  Store  Fixture  Co.," 

A.  Livingston  &  Sons, 
J.  W.  Probasco, 

G.  H    Read  &  Bro., 
H.  S.  McCurdy, 

B.  F.  Hoopes  &  Son, 
Herrick  &  Eckhart  Co., 
Dooley,  Ayers  &  Raisback  Co.,  " 
Evans  Bros., 

Ike  Livingston  &  Sons,  " 

Wilcox  Bros., 

Pantagraph  Ptg.  &  Stat.  Co., 
Akers  &  Keck, 

C.  N.  McReynolds, 

D.  R.  Darlington, 
Meyer  Brewing  Co., 
Keiser-VanLeer  Co.. 
Phoenix  Nursery  Co., 
Fagerburg  Bros., 

R.  Thompson  &  Son, 
Henry  A.  Reise. 
William  W.  Marmon, 
Mfd.  Ice  &  Cold  Storage  Co., 
The  S.  R.  White  Mfg.  Co., 
Higgins-Jung  Kleinau  Co., 
Holder  Athey  Hardware  Co., 
Paul  F.  Beich, 
M.  L.  Moore  Co., 

F.  Oberkoetter  &  Son, 
J.  C.  McCord, 

Louis  Faust, 
Read  &  White, 
Palmer,  Darnall  &  Co., 
Union  Gas  &  Electric  Co. , 

G.  A.  Ensenberger, 
Bloomington  Canning  Co.  ,- 
Bloom.  Cider  &  Vinegar  Co.,        " 
Co-operative  Stove  Co., 

R.  C.  Rogers,  " 

Collins  Plow  Co.,  Quincy,   111. 

Gardner  Governor  Co., 

Eagle  Tobacco  Co.,  " 

T.  B.  Tait  Mfg.  Co.,  Defcatur,  111. 

Chambers,  Bering.  Quinlan  Co.,  " 

Haworth  £  Sons  Mfg.  Co., 

R.  B.  Parker,  Lincoln,  111. 

Adam  Denger,  Pres.  B.  M.  L.,     " 

John  A.  Simpson, 

Feuerbacher  Bros., 


22 


Lincoln  Coal  Co.,  Lincoln,  111 

Lincoln  Roller  Mill. 

G.  E.  Feagans,  Pres.  H.  M.  A.,  Joliet,    111. 

Joliet  Bridge  &  Iron  Co.. 

Joliet  Mfg.  Co., 

Joliet  Bus.  Men's  Association,     " 

Joliet  Warehouse  &  Trans.  Co.,  " 

McLean  County  Nurseries.        Normal,  111. 

D.  Bradley  Mfg.  Co..  Bradley £111. 
Bradley  Buggy  Co., 

Joseph  Turk  Furniture  Co.,         " 

Powers  <<:  Williams,  Streator,  111. 

Streator  Mercantile  Co., 

Retail  Merchant's  Assn.. 

L.  K.  House  &  Co..|  Champaign,  III. 

Albert  Eisner, 

Golden  Rule  Dry  Goods  Co..         " 

J.  W.   Stripe, 

John  Armstrong, 

Benjamin  Mollet, 

C.  H.  Baddeley. 

H.  B.  Scott, 

A.  F.  Nelson  &  Son, 

Watson  Faulkner,  Druggist. 

J.  Wei n garden, 

D    H.  Hoyde  &  Son, 

George  F.  Righter, 

G.  C.  Willis, 

John  Heft'ernan  &  Son. 

Bauenbach  Bros., 

Gulich.  Taylor  &  Co.. 

Wolf  &  Lewis, 

G.  L.  Baker, 

H.  D.  Stoltley  &  Co.. 

Joseph  Kuhns  *fe  Son. 

Miller  Harness  Co.. 

W.  H.  Stewart, 

J.  W    Mulliken, 

F.  T.  Walker, 

Havana  Metal  Wheel  Co.,          Havana,  111. 

Rock  Island  Plow  Co..        Rock  Island,  111. 

John  H.  Wells,  Mt.  Sterling,  111. 

M.  A.  O'Neil, 

J.  Breidenbend. 

Givens  &  Son. 

F.  H.  Earl  Mfg.  Co..  Piano,  111. 

Chamber  of  Commerce.  Danville,  111. 

American  Distilling  Co. ,  Pekin,    111. 

Albertsen  *fc  Koch, 

T.  H.  Smith  Co.. 

Geo.  White  Buggy  Co..       Rock  Island,  111, 

Ottawa  Development  Assn.,      Ottawa,  111. 

Priestly  Hardware  Co..  Princeton,  111. 

Palmer  Bros.. 

Sugg  &  Farthing,  Odin,     111. 

J.  M.  Dace, 

H.  E.  Ramsey. 

Claud  P.  Ramsey,  Fairman,  111. 

J.  F    Rendlemen,  Makanda,  111. 

Fred  P.  Watson  &  Bros..    Mt.  Vernon,  111. 

Howard  *fc  Casey. 

E.  W.  Tooley  &  Co  ,  Nokomis,  111. 
Isaac  G.  Hubbard. 

E.  D.  Hubbard. 


William  Tieffit,  Nokomis,  111. 

Mer.  &  Fruit  Grs.  Assn.,         Sandoval,  111. 

Lay  &  Lyman,  Kewanee,  111. 

C.  A.  Shilton, 

I.  R.  &  J.  G.  Hoffman, 

Cully  Bros., 

Spickler  &  Wabner, 

The  Bess  Mfg.  Co., 

H.  M.  Smith,  Macomb,  111. 

J.  W.  Wyne&  Bro., 

J.  F.  Grier, 

M.  E.  Roark, 

E.  L.  Dallam, 

C.  G.  Chandler, 

Senn  Bros., 

H.  K.  Smith  &  Co., 

Charles  E.  Martin, 

Campbell  Bros., 

Whitman  &  Prince, 

E.  L.  Allison, 

B.  F.  Randolph, 

Blount  &  Griffith, 

Effing-ham  Com.  Club,        Effing-ham,  111. 

Retail  Merchants'  Assn., 

Fruit  Growers'  Assn.,  Odin,  111. 

Thomas  C.  Moore, Traffic Mgr.,  Chicago,  111. 

Nat.  Assn.  Piano  Mfgs.  (52  firms),  " 

Bishop  &  Babcock  Co., 

M.  D.  Wells  &  Co., 

Guthman,  Carpenter  &  Telling-,        " 

Edwards-Stanwood  Shoe  Co., 

W.  J.  Davis,  Sabula,  Iowa;  S,  Work,  Rushville,  111.;  Lesh,  Prouty  *fe 
Abbott  Co.,  East  Chicago,  Ind.;  J.  W.  Whisler,  Ficklin.  III.,  dealers  in  walnut 
logs  and  lumber,  petition  commission  to  lower  rates  now  in  effect,  claiming 
timbers  of  this  kind  now  available  is  of  poor  quality  and  small  value. 


Illinois. 

Change  to 

L.C.L. 

C.  L. 

L.C.L. 

C.  L. 

Manure  Spreaders,  K.  D.        ...        ....               ..           .      . 

3 
2 

Small  parts  boxed 

American   Harrow  Co.,  Detroit,  Mich        

Portraits  (not  paintings)  boxed,  net  invoice  value  not  to  ex- 
ceed $10  per  package  
Allied  Picture  Trade  Association,  Chicago                          .  .  . 

At  the  meeting  of  the  commission  held  August  5.  1902,  it  was  sug- 
gested that  a  joint  committee  representing  the  shippers  and  the  rail- 
roads be  held  with  the  view  of  reaching  an  agreement  that  would  be 
mutually  satisfactory.  This  was  agreed  to  and  postponement  had 
until  Oct.  7.  1902. 

ILL,  Oct.  7,  190:.'. 


Office  of  the  Railroad  and  Warehouse  Commissioners. 

At  the  regular  monthly  meeting-  of  the  Board  of  Railroad  and  Warehouse 
Commissioners,  the  matter  of  the  petition  of  the  Quincy  Freight  Bureau  and 
other  intervening  petitions,  coming  on  to  be  heard,  the  following  papers 
were  filed  and  ordered  printed  and  the  further  hearing  of  the  case  postponed 
until  Tuesday,  Nov.  18,  1902: 

1st.  The  answer  of  the  Illinois  Central  Railroad  Co.,  by  Mr.  John  G. 
Drennen.  its  attorney. 


24 

;3d.  The  petition  of  the  Quincy  Freight  Bureau  by  Messrs.  I).  McAfee,  its 
president,  and  L.  B.  Boswell,  its  commissioner,  for  leave  to  withdraw  its 
former  petition  and  substitute  the  one  here  attached. 

3d.  The  answer  of  the  Chicago,  Burlington  &  Quincy  Railway  Co.,  by 
Mr.  Chester  M.  Dawes,  its  general  solicitor. 

4th.  The  report  of  the  committee  on  behalf  of  the  petitioners  to  confer 
with  a  committee  representing  the  railroad  companies  signed  by  all  its  mem- 
bers. 

5th.  The  answer  of  the  Chicago  &  Alton  Railway  Co..  by  Mr.  William 
Brown,  its  general  solicitor. 

6th.  The  protest  of  the  Illinois  Manufacturers'  Association  of  Chicago, 
by  Mr.  F.  T.  Bentley,  chairman  of  its  Traffic  Committee,  and  John  M.  Glenn, 
its  secretary. 

7th.  The  answer  of  the  Chicago,  Milwaukee  &  St.  Paul  Railway,  by  Mr. 
Burton  Hanson,  its  general  solicitor. 

8th.  Petition  of  the  Commercial  Exchange  of  Chicago,  by  Jay  D.  Miller 
and  Charles  N.  Newton,  attorneys. 

9th.  Petition  of  the  National  Association  of  Merchants  and  Travelers,  by 
John  G.  Shedd,  general  chairman. 

10th.  Petition  of  the  Decatur  Jobbers'  and  Manufacturers'  Association,  by 
Felix  B.  Tait,  president;  E.  B.  Irving,  secretary. 


BEFORE    THE    RAILROAD    AND    WAREHOUSE    COMMISSION    OF   THE 

STATE  OF  ILLINOIS. 

In  the  matter  of  the  petition  of  the  Quincy  Freight  Bureau,  and  others,  for 
revision  of  the  Illinois  Classification: 

The  Illinois  Central  Railroad  Company,  by  John  G.  Drennan,  its  attorney, 
saving  and  reserving  all  rights  in  the  premises,  answering  said  petition  and 
the  supplements  thereto,  and  the  intervenors  therein,  says: 

1st.  It  denies  in  the  light  of  all  the  facts  and  circumstances  to  be  con- 
sidered in  the  premises  that  there  is  any  just  or  equitable  reason  for  revising 
the  Illinois  Classification  of  Freight  Rates. 

3d.  It  respectfully  submits  in  the  light  of  the  recent  increase  'of  wages 
accorded  to  its  employes  that  the  freight  rates  charged  by  it  within  the  State 
of  Illinois  should  not  be  reduced  or  interfered  with. 

3d.  It  avers  that  in  the  majority  of  shipments  over  its  road  in  the  State 
of  Illinois  the  maximum  freight  rates  allowed  by  the  Illinois  Classification 
are  not  charged,  but  on  the  contrary  in  a  majority  of  such  shipments  it 
charges  less  than  such  classification  would  allow. 

4th.  Further  answering,  it  avers  that  the  present  freight  rates  in  Illinois 
are  the  result  of  many  years'  growth  and  that  the  business  interests  of  the 
State  have  so  adjusted  themselves  to  them  that-it  would  work  an  injustice  to 
many  industries  for  the  same  to  be  interfered  with  or  a  revision  thereof 
attempted;  that  it  would  be  unjust  in  the  light  of  circumstances  to  be  con- 
sidered for  this  commission  to  make  the  maximum  rate  that  may  be  lawfully 
charged  the  lowest  rate  that  is  now  charged  by  the  railroad  companies  in 
Illinois. 

Therefore,  for  divers  reasons  the  undersigned  respectfully  submits  that  the 
hearing  in  this  behalf  should  be  dismissed. 

ILLINOIS  CENTRAL  RAILROAD  COMPANY. 

By  John  G.  Drennan.  Its  Attorney. 


QUINCY.  ILL,  Oct.  6,  1902. 

To  the  Honorable  Railroad  and  Warehouse  Commission: 
Hon.  Jas.  S.  Neville, 
Hon.  Arthur  L.  French, 
Hon.  Isaac  L.  Ell  wood, 

Commissioners,  Springfield,  111. 

GENTLEMEN:  The  Quincy  Freight  Bureau  respectfully  begs  leave  to  substi- 
tute the  petition  hereto  attached,  in  lieu  of  one  filed  with  your  honorable 
body  May  31,  1902,  withdrawing  the  latter  from  further  consideration: 


Our  former  petition  has  failed  to  receive  the  general  support  and  endorse- 
ment of  the  larger  shipping  centers,  or  even  a  representative  proportion  of 
the  shippers  in  this  State. 

The  Illinois  Mamifacturers'  Association,  claiming  to  represent  625  manu- 
facturers, has  filed  a  commumication  in  opposition.  Peoria  has  not  endorsed 
it,  and  other  large  communities  are  silent.  The  few  places  which  have 
expressed  their  views  are  not  fairly  representative  in  number. 

The  suggestions  of  the  commission  to  the  joint  committee  were  based  _upon 
modifying  the  Illinois  Commissioners'  schedule. 

The  Shippers'  Committee  disagreed  with  the  petition  in  its  form,  and  failed 
to  adopt  it  as  the  basis  for  negotiations. 

The  prevailing  opinion  is  that  a  parity  basis  with  surrounding  states  is 
desirable.  As  this  is  all  we  have  previously  sought  we  concur  in  that  view, 
believing  it  will  cover  all  requirements. 

To  enable  our  shippers  to  participate  in  the  benefits  of  the  alterations  of 
the  Illinois  schedule,  we  ask  leave  to  file  our  amended  petition. 

In  order,  therefore,  that  the  question  of  amending  or  revising  the  Illinois 
schedule  of  maximum  rates  and  the  classification  may  stand  entirely  upon 
your  circular  letter  of  March  4,  1902,  and  subsequent  issues,  we  submit  our 
amended  petition  and  request  changes  in  the  classification  of  various  articles 
as  prayed  for  in  it.  THE  QUINCY  FREIGHT  BUREAU, 

By  Order  of  the  Board  of  Directors, 
D.  MCAFEE,  President. 
L.  B.  BOSWELL,,  Commissioner. 

Quincy,  111.,  October  6,  1902. 

To  the  Honorable,  The  Illinois  Railroad  and  Warehouse  Commission: 
Hon.  James  S.  Neville, 
Hon.  Arthur  L.  French, 
Hon.  Isaac  L.  Ellwood, 

Commissioners,  Springfield,  111. 

Your  petitioners,  the  Quincy  Freight  Bureau,  respectfully  request  to  sub- 
stitute the  following  for  their  petition  filed  May  31,  1902: 

That  in  considering  the  amendments  to  be  made  to  the  present  Illinois 
classification,  you  will  grant  and  allow  the  classification  of  articles  herein 
named  as  outlined  under  the  caption  of  said  articles  as  they  appear  in  your 
existing  schedules  or  classification  of  articles. 


ARTICLE. 


Present 
Classification. 


Desired 
Classification. 


LCL       CL         LCL        CL 


Corn  planters  (horse),  K.  D 

Cultivators,  K.  D 2 

Corn  shellers.  hand.S.  U.  (small) 1 

Corn  hooks  and  knives,  in  bdls 2 

Grain  scoops,  in  bdls.  or  crates , 

Hay  knives,  in  boxes 2 

Hoes,  in  bdls., boxes  or  crates 2 

Rakes,  in  bdls.,  boxes  or  crates,  iron 

Reaping  sickles,  in  boxes 

Scythes,  boxed 

Shovels  and  spades,  in  bdls . ,  box  or  crates 

Ammunition,  fixed 

Apple  or  fruit  butter,  preserves,  in  glass  or  stone 

Axle  grease,  in  kits 

Axes,  N.  U.S.,  boxed 

Bicycles,  crated Dl 

Canned  goods,  meats,  fruits  and  vegetables 4 

Cereal  products,  breakfast  foods,  when  in  bbls.,  boxes     C.  L. 

or  paper  packages 

Cutlery,  plated,  in  packages,  boxed 

Cutlery,  not  plated,  in  packages,  boxed 

Forks,  barley,  hay,  manure 

Grain  Cradles,  hay,  manure 

Scythe  snaths 

Washing  machines,  hand,  K.  D 

.Locks,  all  kinds,  boxed 

Clay  pigeons,  in  boxes,  casks  or  crates 

Copper  Bolts,  nails,  rods,  wire,  rivets,  washers,  sheets, 

plates,  blanks,  tubing,  screws  and  flues 

Show  cases,  boxed Dl 

Furniture  and  wall  cases, counter,  shelving  in  mixed  C. 

L.  with  show  cases 

Edge  tools,  N.  O  S..  in  boxes 

Cotton  piece  goods,  in  piece,  in  bales  or  boxes.    Same 

description  as  in  official  and  southern  classification . . . 

Bolts,  in  boxes  or  kegs 

Box  straps,  iron  or  steel  or  wire,  in  pkgs 

Castings,  N .  O.  S. ,  in  bbls,  or  boxes,  kegs 

Clevises,  iron  or  steel,  for  wagons,  etc 

Corrugated  or  galvan  ized  sheet  iron 

Hay  bands,  iron  or  wire,  in  bdls 

H  oop  iron 

Hinges,  iron  or  steel ,  in  boxes  or  kegs 

Nails  or  >pikes,  iron  or  steel,  in  boxes  or  kegs,  actual 

weight 

Nails,  horseshoe  or  finishing,  iron  or  steel,  in  boxes... 

N  uts,  iron  in  boxes  or  kegs 

Mauls,  iron  pps*"  in  bdls 

Rivets,  iron,  in  boxes  or  kegs 

Rivets,  iron,  coppered,  in  boxes  or  kegs 

Sas>h  weights,  in  bundles  or  boxes 

Sheet  iron 

Staples,  iron,  in  boxes,  kegs  or  bbls. .plain 4 

Staples,    iron,   coppered,   galvanized   or   polished,  in] 

bo  x  es,  kegs  or  bbls 

Staples,  wire,  in  kegs,  boxes  or  bbls 

Tuyers,  iron 

Vises,  iron 

Washers,  iron,  in  boxes  or  kegs v 

Wedges,  iron,  in  Loxes  or  kegs * 

Wire,  barb 

Wire,  binding  or  wire  ties 

Wire,  coppered 

Wire,  galvanized  or  steeled 

Wire,  fence : 4 

Wire  Cloth,  released 

Wire  rope,  iron  or  steel,  on  reels  or  coils 

Lawn  Chairs  and  Settees,  wood  or  cane,  S.  U 

Lawn  Chairs  and  Settees,  K.  D 

Mechanics'  Tools,  in  boxes  or  chests 

Mi  k  Can  Stock,  crated  and  boxed 

Oil,  lubricating,  in  tin  cans,  boxed 

Paints,  in  oil.  N  .  O.  S.  in  kegs,  14  bbls.,  bbln 4 


\vhe  at 


tari 


ff 


ra  tes 


27 


ARTICLE. 


Present 
Classification. 


LCL         CL 


Desired 
Classification. 


LCL 


Paints,  dry  or  in  oil ,  N.  O.  S.  in  tin  cans  or  in  tin  pails . . 

Points,    Asbestos,    Asphalt,    Chemical.    Lead,    Zinc, 

Zinc  Oxide,    in    oil,    in  tin    cans,    tin   pails,  boxed, 

crated  or  packed  in  bbls 4 

Paints,   earth,  iron   metalic,  mineral,  or  ochre,  in   oil, 

in  tin  cans,  or  tin  pails,  boxed  or  crated  in  bbls 4 

Paints,  earth,  iron   metalic,  mineral,  or  ochre,  dry,  in 

bags,  kegs,  \  •>  bbls. ,  bbls 4 

Paper,  wrapping,  straw,  rag  or  manilla,  in  rolls,  bun- 
dles or  crates 4 

Paper,  wrapping,  wood  pulp,  in  rolls 

Paper,  book  white  or   colored,    in   bundles,  crates  or 

boxes 4 

Strawboard,  N.O.S 4 

Galvan  ized  Pump  Boxes,  crated • 3 

Binders'  board  and  plain  or  lined  pulp  board  and  straw- 
board,  cloth  board  and  tar  board 

Envelopes,  in  cases 1 

Glucose  Syrup,  not  to  exceed  rate  on  sugar 4 

Molasses  in  packages  except  glass 4 

Pickles,  in  glass,  in  boxes,  bbls  or  casks,  O.  R.,  including 
Table  Sauce,  Salad    Dressing.  Catsup,  Horse  Radish, 

Prepared  Mustard,  Olives,  etc 4 

Sauer  Kraut j  4 

Shot,  in  double  bags ....  4 

H  mery  Cloth 4 

Enameled  Ware,  iron  or  steel,  N.O.S 1 

Enamele<!  Ware. iron  or  steel, nested  N.  O.  S.,  boxed. .. 

Felt  Koofing,  in  rolls,  bells,  or  crates 4 

Fence  Posts,  wooden ,  N .  O.  S 4 

Fence  Wire,  O.  R.,  wet  or  rust,  rolls,  bdls 4 

Flour,  in  bbls.  or  sacks ...  4 

Fruit,  dried  or  evaporated,  N.  O.  S 4 

Glass,   window,    common,   over   80  united    inches    in 

dimension 

Globes,  lantern  (glass)  in  packages 

Chimneys,  gl;iss,  lamp,  in  packages 

Earthenware.  Crockery  and  Queensware,  in  bbls,  carts 

or  hhds 4 

Tumblers,  glass,  in  bbls 2 

Grindstones,  mounted 

Grindstone. fixtures,  N.  O.  S  ,in  boxes, bbls., or  casks 

Hardware,  N.O.S 

Hinges,  N.  O.  S.,  in  boxes 

Hinges,  iron,  bronzed,  in  packages 

Hinges,  spring,  N.  O.  S.,  in  boxes,  bbls 2 

Hearses,  minimum  3000  pounds 1 

Burial  Cases,  boxed 

Hollow-ware,  plain  or  enameled,  iron.     ...  3 

Stoves,  Furnaces  and  Ranges,  N.O.S.O.R 3 

Stove  Furniture,  with  Stoves,  O.  R 3 

Stove  Boards,  Coal  Hods,  Zinc,  Sheet  Iron  Stove  Pipe, 

Elbows,  loaded  with  stoves,  N.  O.  S 3 

Seeds,  N.O.S 1 

Cow  i  eas  (the  same  as  Western  Classification) 

Steam  Governors,  boxed 

Steam   Pumps,  boxed 

Air  Compressors 

Lime,  Cement,  Plaster,  mixed  or  straight 

Metal  Wheels,  iron 3 

Iron  Castings,  N.  O.  S.,in  bdls.  15  Ibs.  or  over,  wired  4 

Water  Pipe 4 

Hyd  ants  and  Valves 4 

Leather,  Harness  and  Sole,  in  bdta.  or  rolls, ......... 

Leather,  in  rolls,  bdls.  or  boxes I  2 

Harness  in  bales  or  boxes I  1 

Saddlery  and  Saddles,  in  boxes  or  bales 

Harness  Hardware 

Collars,  horse,  in  sacks,  bales  or  boxes  . .  1 

Boots  and  Shoes,  boxed 1 

Oils,  lubricant,  linseed,  lard,  in  bbls 3 

Beer,  in  wood 

Candy,    in   pails,    cases,    buckets.   5  cents   per   pound 

valuation 4 

Crackers,  in  boxes,  bbls 4 


28 


ARTICLE. 


Present 
Classification. 


Desired 
Classification. 


L  C  L        C  L 


Woolen  Mill  Sweeping  or  Wool  Flocks,  in  bags, sacks, 

or  crates.  200  Ibs  to  each  sack 1 

Same,  compressed  in  bales 

Paints,  in  oil,  prepared 

White  Lead,  in  casks  or  kegs 

Colors  in  oil 

Syrups  in  bbls.,  glass  or  stone 

Incubators,  boxed  or  crated,  K.  D.  O.  K 1 

Pulleys,  sash,  in  packages 

Sad  irons  in  bbls.  or  boxes 4 

Screws,  iron  or  steel,  in  boxes  or  kegs 4 

Shovels  and  spades,  with  wooden  handles,  bdls 

Sportman's  flying  targets,  in  boxes  or  bbls 3 

Syrup,  glucose , 

Tacks,  iron  or  steel,  in  boxes,  kegs  or  bbls 4 

Tacks,  wire,  in  kegs,  bbls.  or  boxes 4 

Tea : 1 

Tin  plate,  N.  O.  S.,  boxed 4 

Tinware,  N.O.S.,  nested,  packed  in  boxes,  bbls 3 

Tobacco,  plug,  in  caddies,  two  or  more  strapped  to- 
gether   3 

Wagons,  one  horse,  boxed  or  crated,  except  shafts  or 

Doles,  minimum  weight  1,500  Ibs 

Wagons,  two-horse,  boxed  or  crated,  except  shafts  or 

poles,  minimum  weight  2, 000  Ibs 

Vinegar  in  wood 4 

Cans,  oil,  galvanized  iron,  also  tin,  wood,   jacketed 

cans  in  crates  or  boxes 

Baskets,  iron ,  nested,  galvanized  iron  or  steel 1 

Coal  hods  and  scuttles,  iron 

Tin  pails,  or  wash  tubs,  galvanized  iron,  nested 2 


L  C  L        C  L 


RAILROAD  AND  WAREHOUSE  COMMISSION  OF  ILLINOIS  IN  THE  MAT- 
TER OF  THE  PETITION  OF  THE  QUINCY  FREIGHT  BUREAU. 


ANSWER.  OF  THE  CHICAGO,  BURLINGTON  &  QUINCY  RAILWAY  COMPANY  TO   THE 
SEVERAL  COMPLAINTS  AND  PETITIONS  FILED  HEREIN: 

It  has  been  deemed  best  for  a  proper  understanding- of  this  complex  subject 
to  file  a  statement  which  shall  meet  not  only  tfye  charges  contained  in  the 
petition,  but  the  arg-uments  contained  in  the  statement  of  the  Quincy  Freight 
Bureau  attached  to  their  petition,  and  which  shall  set  forth  the  principle 
which  governs  the  rates  now  in  force  by  this  railway  company  in  Illinois, 
and  the  reasons  why  the  same  should  not  be  either  reduced  or  modified. 


RATES  ON  FREIGHT  CARRIED  WHOLLY  WITHIN  THE  STATE  OF  ILLINOIS. 

On  January  1,  1891,  this  company  revised  its  rates  on  freight  carried 
wholly  within  the  State  of  Illinois,  observing  as  maxima  the  rates  provided 
in  the  "Schedule  of  Maximum  Rates  and  Charges'"  prescribed  by  the  Illinois 
Board  of  Railroad  and  Warehouse  Commissioners,  and  since  January  1, 
1891,  the  said  schedule  of  rates  and  charges  has  not  been  exceeded  on  freight 
carried  by  this  company  between  points  in  the  State  of  Illinois. 

The  said  "Maximum  Tariff''  has  never  been  applied  on  all  this  company's 
Illinois  local  freight  traffic,  and  the  proportion  of  the  total  traffic  on  which 
said  tariff  is  applied,  and  the  average  rate  charged  on  said  Illinois  traffic  has 
gradually  decreased  during  the  period  of  eleven  (11)  years  since  January  1. 
1891. 


29 

A  large  proportion  of  the  freight  carried  by  this  company  is  charged  at 
lower  rates,  which  are  voluntarily  made  with  the  purpose  to  more  nearly 
equalize  commercial  conditions  as  between  the  many  competing  market  and 
supply  points  in  this  State:  to  reduce  the  cost  of  fuel  and  raw  materials  used 
by  manufacturers;  to  increase  and  extend  the  markets  for  manufactured  arti- 
cles and  products  of  the  soil,  and  to  promote  the  development  of  industries 
and  the  prosperity  of  communities  served  by  this  railway  in  the  State  of-  Illi- 
nois. 

In  the  month  of  August.  1902,  we  carried  251,938  tons  of  freight  between 
points  in  the  State  of  Illinois,  for  which  we  charged  $355,828.98.  Had  this 
same  freight  been  charged  according  to  the  authorized  maximum  rates,  our 
charge  would  have  been  $464,617.89,  the  difference  being  $108,788.91,  or  23.4 
per  cent. 

Since  January  1.  1891,  the  cost  of  service  has  not  been  decreased;  on  the 
contrary,  it  has  been  very  greatly  increased  by  reason  of  the  wholly  changed 
conditions  under  which  railroad  transportation  is  now  conducted;  the  im- 
proved quality  of  service  demanded  by  the  public,  and  now  generally  fur- 
nished by  the  railroads,  and  the  higher  prices  which  railroads  are  obliged  to 
pay  for  labor,  material  and  supplies. 

The  speed  of  trains  has  been  increased,  and  faster  trains  represent  increased 
expense,  because  they  require  straighter  tracks,  lower  grades,  better  road- 
bed, heavier  rails  and  more  powerful  locomotives.  Large  sums  of  money  have 
been  expended  making  these  improvements,  and  in  providing  the  numerous 
safety  appliances  which  are  required.  The  business  of  this  railroad  and  other 
railroads  in  the  State  of  Illinois  was  originally  undertaken  with  inadequate 
station  buildings,  terminal  facilities,  etc.,  and  these  are  now  being  supplied 
at  great  cost,  and  other  great  expenses  of  a  like  character  have  been  incurred. 

With  few  exceptions,  the  price  of  all  commodities  and  the  price  of  all  kinds 
of  service,  personal  or  otherwise,  has  greatly  increased  during  the  last  eleven 
years,  and  on  no  business  interest  or  industry  has  this  general  increase  of  prices 
fallen  more  heavily  than  on  the  railroads. 

The  transportation  of  freight  within  the  State  of  Illinois  cannot  be  placed 
under  a  uniform  tariff,  naming  rates  according  to  distance,  without  causing 
one  of  two  results: 

(a.)  If  the  rates  are  fixed  on  a  basis  sufficiently  low  to  meet  the  desires  of 
all  shippers  and  localities,  freight  will  be  transported  for  less  than  the  actual 
cost  of  service;  all  carriers  will  suffer  heavy  losses,  and  many  railroads  which 
are  dependent  largely  or  wholly  on  Illinois  traffic,  for  their  earnings  will  be 
unable  to  pay  their  operating  expenses  and  fixed  charges,  and  will  therefore 
be  rendered  bankrupt:  Or, 

(b.)  If  the  rates  are  fixed  on  a  bj.sis  sufficiently  high  to  insure  the  railroads 
of  the  State  an  aggregate  return  which  will  cover  the  cost  of  service,  and  in 
connection  with  their  other  incomes  will  represent  a  fair  return  on  capital 
invested,  then  it  will  be  found  that  the  transportation  charges  have  been  in- 
creased on  a  large  proportion  of  the  total  tonnage  moving  between  points 
within  the  State  of  Illinois,  causing  great  embarrassment  and  loss  to  many 
shippers,  limiting  their  markets  and  sources  of  supply  and.  in  cases  of  certain 
manufacturers,  rendering  their  future  operations  impossible  except  at  a  loss 
Such  a  tariff  would  reduce  many  existing  rates,  but  it  would  be  found  that 
these  reductions  applied  in  a  majority  of  cases  where  reductions  were  not 
necessary,  while  the  increase  in  rates  would  fall  on  shippers,  particularly  on 
manufacturers,  whose  business  is  largely  handled  under  special  commodity 
rates,  which  have  been  made  voluntarily  by  the  railroads,  and  the  continu- 
ance of  which  would  be  of  vital  importance  to  the  individuals  or  industries 
or  communities  concerned. 

Any  adjustment  of  freight  rates  which  shall  satisfy  all  interested  shippers 
is  impossible.  It  is,  and  has  been,  the  desire  and  effort  of  this  company  to 
adjust  its  rates  on  a  basis  fair  as  between  the  company  and  its  patrons  and 
likewise  fair  as  between  competing  shippers  and  places. 

The  petitions  for  a  reduction  of  freight  rates  in  the  State  of  Illinois  are 
signed  by  and  represent  a  comparatively  small  number  of  interested  indi- 
viduals or  communities.  We  believe  that  not  only  a  majority  of  the  shippers, 
but  a  majority  of  the  communities  of  this  State  would  prefer  that  the  present 
adjustment  of  freight  rates  in  this  State  be  not  disturbed;  and  in  this  con- 


nection  we  call  attention  to  the  protest  of  the  Illinois  Manufacturers'  Associa- 
tion, on  file  with  the  commission,  and  from  such  manufacturing-  communities 
as  Aurora,  Peru,  LaSalle,  Moline,  Streator,  Ottawa,  Kewanee.  Rock  Island, 
Rock  Falls  and  Sterling-. 

Any  change  in  the  present  adjustment  of  freig-ht  rates  in  this  State  will 
change  and  disturb  favorable  commercial  conditions  which  have  existed  for 
many  years  and  which  have  been  the  basis  for  the  investment  of  capital  on  a 
large  scale. 

The  adoption  of  any  lower  schedule  maximum  rates  for  Illinois  traffic  will 
force  the  railroad  to  cancel  or  increase  the  special  commodity  rates  now  in 
effect,  also  the  class  rates  which  they  have  published  in  the  interest  of  manu- 
facturers and  producers  in  this  State,  because  the  railroads  cannot  afford  to 
accept  for  the  service  which  is  now  rendered  to  Illinois  shippers  any  less 
compensation  in  the  aggregate  than  is  now  received. 

If  freight  carried  between  points  in  Illinois  should  be  charged  according  to 
the  official  classification,  and  the  rates  shown  in  ''Exhibit  A,"  accompanying 
petition  of  the  Quincy  Freight  Bureau,  the  rates  between  Chicago  and  Quincy 
would  be  as  follows: 


33 


Such  a  tariff  would  advance  the  rates  on  many  articles  now  carried  under 
special  tariffs  between  the  points  named,  and  would  provoke  complaint  and 
increase  the  transportation  tax  of  the  shippers  interested  in  the  movement 
of  these  commodities,  without  working  any  considerable  benefit  to  other 
individuals. 

For  illustration: 


PRESENT  RATE.!      WOULD  BE. 


Castings  in  car  loads 

Packing  house  products 

Scrap  iron 

Apples 

Brick 

Glass,  window 

Pig  iron 

Iron  bar  band,  etc 

Paper,  wrapping 

Stove  castings 


8c  per  100-lbs. 
lOc  per  100-lbs. 
$1.25    i  er  ton. 
14c  per  100-lbs. 

8c  per  100-lbs. 
lOc  per  100-lbs. 

7c  per  100-lbs. 
lOc  per  100-lbs. 

9c  per  100-lbs. 
lOc  per  100-lbs. 


14c  per  100-lbs. 
14c  per  100-lbs. 
$2.46  per  ton. 
12c  per  100-lbs. 
lie  per  100-lbs. 
14c  per  100-lbs. 
lie  per  100-lbs. 
14c  per  l()0-lbs. 
14c  per  100-lbs. 
14c  per  100-lbs. 


Any  comparison  of  rates  charged  for  transportation  of  freight  in  the  State 
of  Illinois,  with  rates  charged  for  similar  transportation  in  Michigan,  Ohio 
or  Indiana,  on  the  basis  set  forth  in  the  petition  herein,  is  unfair,  inasmuch 
as  the  seemingly  low  rates  in  those  states  are  made  possible  by  the  increased 
density  of  traffic  upon  the  railroads  in  those  states.  To  bring  out  this  fact 
clearly,  and  to  show  the  difference  in  density  of  traffic,  the  following  table  is 
inserted: 


Gross  freight 
earnings 
per  mile. 

Tons,   one 
mile,  per  mile 
of  road. 

Rate  per  ton 
per  mile. 

Railroads  in  Ohio,  Indiana  and  Southern  Michi- 
gan (group  3)  as  per  14th  annual  report  of 
Interstate  Commerce  Commission  covering 
year  ending  June  30.  190L  

$7,019  81 

1,231.215 

.00568 

Railroads  of  Illinois,  Wisconsin,  Iowa,  Minne- 
sota, Northern  Michigan,  Northern  Missouri 
and  North  and  South  Dakota,  east  of  Missouri 
river,  (group  6),  as  per  same  report  .  . 

4,848  28 

599,  576 

130789 

C.,  B.  &  Q.  lines,  east  of  Missouri  river,  year 
ending  June,  1902... 

6.017  00 

709.  194 

.00781 

31 

If  the  rate  per  ton  per  mile  earned  by  the  first  group  were  applied  to  the 
tonnage  of  the  second  group,  the  earnings  per  mile  for  the  second  group 
would  be  only  $3,405.59;  and  if  applied  to  the  C.,  B.  &  Q  ,  the  earnings  per 
mile  in  1902  would  be  but  $4,028  22, — a  sum  scarcely  equal  to  its  operating 
expenses. 

JOINT  RATES  WITH  EASTERN  LINES  To  AND  FKOM    ILLINOIS  POINTS,    SUBJECT 
TO  OFFICIAL  CLASSIFICATION. 

To  points  which  are  located  on  its  line,  this  company  is  party  to  tariffs 
naming  rates  from  eastern  points  as  shown  in  "Exhibit  B"  accompanying  the 
petition  of  the  Quincy  Freight  Bureau. 

These  joint  tariffs,  which  apply  on  both  eastbound  and  westbound  business, 
have  been  authorized  by  this  company  for  the  following  reasons: 

(a)  The  rates  were  first  made  by  eastern  railroads   who  reached  by  their 
own   lines  various  important   points  in  the  State  of  Illinois,  including  Peoria 
and  East  St.  Louis,  and  who  sought  to  create  for  the  Illinois  points  reached 
by  their  own  rails,  and  incidentally  for  themselves,  an  advantage  over  other 
Illinois  points  not  reached  by  these  eastern  railroads,  and  an  advantage  over 
the  western  railroads  by  thus  extending,    subject  to  percentage   increases  as 
stated  in  "Exhibit  B,"  the  rates  then  applicable  to  traffic  between  points  east 
of  the  Indiana-Illinois  state  line. 

(b)  Merchants,  manufacturers  and  producers  in  Northern  Illinois,  likewise 
the  shippers  and  receivers  of  freight   at  points  in  the  middle  and  southern 
portions  of  the  State  not  directly  served  by  eastern  railroads,  realizing  their 
disadvantage  under  this  adjustment  of  rates,  made  request  on  western  rail- 
roads (on  whom  they  depended  solely  for  their  transportation   facilities),  that 
they  effect  an  arrangement  with  eastern  lines  under  which  rates  of   the  east 
might  be  equalized  as  between  all  points  in  the  State  of  Illinois  standing  in 
like  geographical  relation,   thus  removing   the  advantage   which   existed   in 
favor  of  points  directly  served  by  the  so-called  eastern  railroads. 

(c)  It  is  and  has  been  the   policy   of   this  company  to  insure  to  the  mer- 
chants,   manufacturers    and   producers  in  the  territory  served  by  its  lines 
in  the  State   of   Illinois,    as   low    rates    on    incoming    shipments   of   general 
merchandise,   also  on  fuel  and  raw  materials  for  manufacturers  and  as  low 
rates  on  outgoing  shipments  of  manufactured  goods  and  the  products  of  the 
soil,   with    access   to  as  many    markets,   as  might  be    enjoyed   by   the   same 
class  of  people  located  on    any  other    railroad   in  the   State  of  Illinois;  and 
in  line  with  this  policy,  and  yielding  to  a  general  demand   on  the   part  of  its 
patrons,  this  company  has,  from  time  to  time,   established    both  eastbound 
and  westbound  joint  rates  with  eastern  lines,  subject  to  the   Official  Classifi- 
cation, some  of  which  rates  are  shown  in  "Exhibit  B,"  accompanying  the. pe- 
tition of  the  Quincy  Freight    Bureau,  and  some  of    which   are    not    shown 
therein. 

These  rates  are  not  "to  the  damage  and  detriment  of  shippers  in  the  State 
of  Illinois,"  as  stated  in  petition  of  the  Qnincy  Freight  Bureau;  on  the  con- 
trary, they  are  of  immeasurable  benefit  to  the  people  of  this  State.  They 
benefit  the  manufacturer  by  reducing  the  cost  of  raw  material,  and  greatly 
extending  the  territory  in  which  his  products  may  be  distributed  under  favor- 
able rates;  they  benefit  the  merchant  and  consumer  by  reducing  the  cost  of 
transportation  of  those  articles  of  merchandise  which  must  of  necessity  be 
shipped  from  points  in  the  east,  and  they  benefit  all  individuals  interested  in 
the  production  and  handling  of  grain  and  other  farm  products,  by  admitting 
the  direct  competition  of  eastern  markets,  and  placing  the  producers  at  every 
point  in  the  State  on  relatively  the  same  basis. 

As  previously  stated  herein,  and  as  is  proved  by  a  comparison  of  the  den- 
sity of  traffic  between  eastern  and  western  roads,  this  company  can  not  afford 
to  furnish  the  service  required  in  the  transportation  of  local  Illinois  freight 
traffic  for  any  less  compensation  than  is  represented  by  the  maximum  rate 
schedule  which  has  been  authorized  by  this  board  (subject  to  the  exceptions 
which  have  been  voluntarily  made),  and  any  readjustment  of  Illinois  rates, 
based  upon  the  proportions  received  by  it  in  the  divisions  of  eastern  inter- 
state traffic  would  be  manifestly  unfair  and  ruinous. 


32 

Had  this  company  been  inclined  to  disregard  its  interest  in  the  future  pros- 
perity of  the  territory  served  by  its  lines  in  Illinois,  or  to  deny  any  obliga- 
tion to  furnish  its  shippers  with  transportation  facilities  equal  to  those  en- 
joyed by  shippers  located  on  other  roads  and  in  other  parts  of  the  State,  this 
company  would  have  declined  to  make  these  joint  tariffs  with  eastern  lines, 
because  they  do  not  afford  proper  compensation  for  service  performed;  on  the 
contrary,  they  represent  a  loss  which  may  or  may  not  be  compensated  by 
this  company's  share  in  the  increased  prosperity,  and  the  more  rapid  develop- 
ment of  agriculture  and  manufacture,  which  may  result  from  a  liberal  policy 
in  the  making  of  freight  rates,  particularly  those  rates  which  increase  the 
markets  and  sources  of  supply,  and  affect  the  movement  of,  and  the  rates 
upon,  the  products  of  the  country  and  the  raw  materials  used  by  manufac- 
turers. 


JOINT  RATES,  OVER  Two  OK  MOKE  ROADS,  BETWEEN  ILLINOIS  POINTS. 

It  has  not  been  thought  that  the  commissioners  have  the  power  under  the 
law  to  establish  joint  tariffs  asked  for  in  the  petitions  herein,  and  in  conse- 
quence it  has  not  been  deemed  necessary  to  enter  into  that  subject. 


CLASSIFICATION  OF  FKEIGHT. 

The  so-called  Illinois  Classification  is  now  used  on  freight  shipments  be- 
tween points  in  the  State  of  Illinois  and  is  better  suited  to  existing  conditions 
than  would  be  the  official  classification,  which  was  originally  compiled  by 
railroads  operating  in  eastern  states,  and  adjusted  to  the  conditions  under 
which  freight  traffic  is  handled  in  a  more  populous  territory,  and  where  there 
is  greater  density  of  traffic,  where  the  character  of  freight  and  conditions 
surrounding  the  transportation  of  freight  are  widely  different. 

The  use  of  the  official  classification  into  the  State  of  Illinois  by  railroads 
whose  greater  mileage  is  in  the  eastern  states,  is  not  reason  for  asking  this 
railroad  and  other  railroads  which  have  no  mileage  east  of  the  Illinois-Indi- 
ana state  line,  to  adopt  the  official  classification,  or  any  other  classification 
which  is  framed  according  to  conditions  surrounding  the  transportation  of 
freight  in  the  eastern  states;  because  railroads  operating  in  this  State  have 
been  forced  in  meeting  the  competition  of  those  eastern  roads,  to  adopt  this 
official  classification  on  interstate  traffic,  as  it  is  impracticable  to  meet  such 
competition  and  use  a  different  method  of  classification. 

Recognizing  the  advantage  and  desirability  of  uniform  classification  of 
freight  by  western  roads,  we  recommend  the  substitution  :f  the  western 
classification  for  the  Illinois  classification,  calling  your  attention  to  the  fact 
that  it  is  framed  especially  to  meet  the  conditions  to  which  the  transporta- 
tion of  freight  is  subject  in  the  middle  western  states  and  has  been  adopted, 
and  is  now  being  used  for  local  business  in  the  states  of  Wisconsin,  Minnesota. 
North  Dakota,  South  Dakota,  Nebraska,  Missouri,  Kansas,  Colorado,  Wyo- 
ming and  Montana. 

In  concluding  this  statement,  we  desire  to  emphasize  the  fact  that  the  rates 
in  Illinois  on  wheat,  corn,  cattle,  hogs,  lumber  and  coal  are  as  low,  or  lower, 
than  the  rates  in  other  states  similiarly  situated,  on  the  same  commodities, 
and  to  show  the  vital  importance  of  the  manufacturing  industries  of  this 
great  State,  and  the  extent  to  which  these  industries  are  served  by  the  Chi- 
cago, Burlington  &  Quincy  Railway  Company,  the  following  figures  are  quoted 
from  the  12th  census  of  the  United  States: 

Capital  invested  in  manufacturing  industries  of  the  State  of  Illinois $    776.829,598  00 

Annua1  cost  of  materials  used.. 739.754,414  00 

Value  of  annual   production   1, 259,571,105  00 

Number  of  manufacturing  establishments.        38.360 

Number  of  e  •  ployes....' '. 395,110 

Waj?es  paid  per  year 191,510,962  00 


33 

These  figures  for  1900  represent  increases  over  the  United  States  census  fig- 
ures  for  1890  as  follows: 

Capital  invested 54.7  percent. 

Cost  of  materials   used 39. >>  per  cent. 

Value  of  annual  product 38.6  per  c  ent. 

Number  of  establishments ^ 87.3  percent. 

Number  of  employes 41     per  cent. 

Wages  paid 24.4  per  cenl.__ 

The  census  report  does  not  show  these  figures  for  each  city  and  town,  but 
tabulates  them  by  counties,  and  in  the  counties  where  the  lines  of  this  com- 
pany are  located  there  are  29.149  manufactories,  or  75  per  cent  of  the  total, 
representing  capital  $706.473,391.00,  or  90  per  cent  of  the  total. 

Surely  these  figures  in  themselves  are  stronger  than  any  other  argument 
which  could  be  adduced,  to  prove  that  the  State  of  Illinois  is  not  burdened 
by  unfavorable  freight  rates.  No  such  result  could  have  been  accomplished 
unless  the  railroads  had,  as  is  hereinabove  asserted  and  proven,  promoted  the 
prosperity  of  this  State  by  all  reasonable  and  proper  means. 

Respectfully  submitted, 
Tin:  CiiK'ACio,  BURLINGTON  &  QUINCY  RAILWAY  COMPANY, 

BY  CHESTER  M.  DAWES,  General  Solicitor. 


To  the  Honorable,  the  Chairman  and  Members   of   the  Railroad  and  Warehouse 

Commission: 

GENTLEMEN:  The  committee  appointed  at  your  August  session,  1902,  to 
represent  the  shippers  of  the  State  of  Illinois  in  the  matter  of  a  proposed  re- 
vision of  the  schedule  of  maximum  freight  rates  in  the  petition  of  the  Quincy 
Freight  Bureau,  et  al.,  beg  leave  to  report  to  your  honorable  body  the  follow- 
ing: 

Shortly  after  the  appointment  of  the  committee  of  shippers  a  meeting  was 
held  pursuant  to  a  call  issued  by  the  chairman  at  Bloomington.  Every  ^nem- 
ber  of  the  committee  was  present.  (On  account  of  other  business  engage- 
ments Mr.  Whitmer  tendered  his  resignation  to  the  committee,  and  in  his 
stead  Mr.  B.  F.  Harber,  of  Bloomington,  was  elected  to  fill  the  vacancy  upon 
the  committee  caused  by  Mr.  Whitmer's  resignation,  and  he  was  elected 
chairman  of  the  committee.)  It  was  the  sense  of  the  meeting  that  a  joint 
meeting  of  the  committee  and  the  committee  representing  the  railroads  of 
the  State  be  arranged  by  the  chairman  in  an  effort  to  see  if  the  differences 
between  the  shippers  and  the  railroads  could  not  be  settled  by  an  agreement 
to  be  recommended  to  this  commission. 

Two  joint  meetings  were  held  in  Chicago  at  the  office  of  Mr.  Horace  Tucker, 
the  first  one  on  the  3rd  and  4th  days  of  September,  the  second  on  the  12th 
day  of  September,  1902.  This  committee  asked  the  railroad  committee  to 
agree  upon  a  reommendation  as  to  maximum  rates  and  classification  of 
freight  to  your  commission,  which  would  place  all  the  shippers  of  Illinois 
upon  a  parity  with  the  shippers  of  Ohio.  Indiana  and  Michigan,  the  recom- 
mendations to  be  in  the  nature  of  a  general  reduction  of  the  maximum  freight 
rates  and  a  revision  of  the  present  classification  in  such  manner  as  the  needs 
of  the  public  demand. 

The  proposition  of  the  Shippers'  Committee  was  rejected  by  the  Railroad 
Committee,  and  counter  propositions  in  the  shape  of  local  concessions  were 
made  by  the  Railroad  Committee.  These  propositions  required  the  present 
schedule  of  maximum  freight  rates  to  stand. 

This  in  the  judgment  of  the  Shippers'  Committee  would  work  a  manifest 
injustice  to  all  the  smaller  shippers  of  the  State  and  the  cities  not  included 
in  the  local  concessions  offered  by  the  Railroad  Committee,  as  well  as  being 
a  gross  imposition  upon  the  people  of  the  State  of  Illinois. 

Your  committee  further  reports  that  it  is  their  opinion  that  the  Shippers' 
and  Railroad  Committees  will  never  be  able  to  reach  an  agreement  to  recom- 
mend to  the  commission. 

—3  R  W 


This  committee  recommends  to  the  commission  that  in  view  of  the  fact  that 
many  of  the  shippers  are  opposed  to  the  adoption  of  the  Official  Clasification 
in  the  State  of  Illinois. 

(1).  That  the  present  Illinois  Classifications  be  permitted  to  stand,  with 
such  revisions  as  the  honorable  commissioners  may  see  fit  to  make  in  the 
common  interest  of  the  people  of  the  State. 

(2)  That  a  reduction  of  the  present  maximum  schedule  of  freight  rates  be 
made  that  will  place  all  the  shippers  of  the  State  upon  an  equal  footing-  with 
the  shippers  of  Ohio,  Indiana  and  Michigan. 

(3).  That  a. reasonable  rule  governing1  joint  tariff  where  freight  is  hauled 
over  two  or  more  lines  should  be  promulgated  by  this  commission. 

(4).  That  in  adopting  a  revision  of  the  maximum  schedule  of  freight  rates 
the  fractional  cents  should  be  omitted. 

This  committee  further  represents  to  this  honorable  commission  that  its 
members  have  devoted  a  great  deal  of  time  and  study  to  the  points  at  issue 
in  this  proceeding  and  believe  that  an  adoption  of  the  recommendations 
herewith  submitted  would  alleviate  the  present  situation;  that  it  would  put 
all  shippers  of  the  State  upon  an  equal  footing  with  those  of  Ohio.  Indiana 
and  Miclvgan;  that  it  would  abolish  discrimination  in  favor  of  certain  local- 
ities within  this  State  and  relieve  the  people  of  the  State  of  an  unjust  burden, 
which  they  have  been  carrying  for  many  years. 

Respectfully  submitted. 
H.  F.  HARBER, 
GEORGE  W.  MUELLER. 
HENHY  A.  DIRKSEN. 
A.  M.  LEGG. 

E.    S.    TlIOMPKINS. 

C.  S.  JONES. 
L.   B.  BOSWELL, 

Committee. 

RAILROAD  AND  WAREHOUSE  COMMISSION  OF  ILLINOIS. 

IN  THE  MATTER  OF  THE  PETITION  OF  THE  QIINCY  FKKK.HT  BTRKAU. 

ANSAVEI;  OF  THE  CHICAGO  AND  ALTON    RAILWAY    COMPANY    TO    THE    SEVERAL 
COMPLAINTS  AND  PETITIONS   FILED  HEREIN: 

To  the  Honorable,  the,  Illinois  Railroad  and  Warehouse  Commission: 

For  answer  to  the  original  petition  and  intervening-  petitions  filed  herein, 
the  Chicago  &  Alton  Railway  Company  begs  leave  to  adopt  as  its  answer 
herein  the  communication  of  F.  A.  Wann,  General  Freight  Agent  of  the  Chi- 
cago it  Alton  Railway  Company,  to  the  Secretary  of  the  Railroad  and 
Warehouse  Commission,  dated  May  29,  1902.  which  is  as  follows: 
MK.  WILLIAM  KILPATKICK, 

Sccrttaru  Railroad  and  Warehouse  Commission,  Springfield,  ill. 

DEAR  SIR— In  the  matter  of  the  proposed  conference  called  for  June  3,  1902, 
to  consider  proposed  '-Revision  of  maximum  rates  and  classifications"  this 
company  begs  leave  to  earnestly  protest  against  any  deductions  in  either  the 
classification  or  rate  schedule. 

The  present  maximum  rates  are  certainly  low  enough  and  any  reduction 
in  them  would  be  a  hardship  to  the  carriers  without  any  material  benefit  to 
the  shippers  or  the  community  at  large.  The  present  classification  made  up 
as  it  is  of  the  lowest  ratings  in  any  of  the  classifications  in  use.  should  be 
revised  and  made  as  nearly  as  practicable  the  same  as  the  present  Western 
Classification  which  is  brought  to  its  present  consistent  reasonable  effective- 
ness by  careful  consideration  of  the  conditions  and  the  requirements  of  all 
shippers. 

The  interstate  rates  made  from  time  to  time  by  all  lines,  doubtless  in 
many  cases  pay  the  carriers  less  than  the  Illinois  schedule  rates  for  the  dis- 
tance hauled,  and  are  necessary  to  enable  the  manufacturers  and  small  job- 
bers in  the  interior  to  buy  and  sell  in  competition  with  the  large  jobbing  and 
manufacturing  centers. 


35     . 

I  trust  the  honorable  commission  will  give  this  matter  full  and  careful 
consideration  and  feel  confident  it  will  find  the  conditions  of  such  a  char- 
acter as  to  obviate  the  necessity  for  reduction  in  the  present  schedule,  be- 
lieving- such  action  to  be  to  the  best  interest  of  all  concerned 

\Ve  have  every  confidence  in  the  belief  that  the  commission  alter  hearing 
from  manufacturers  located  on  this  line  at  Joliet,  Pontiac,  Springfield, 
Kloomington,  Alton  and  many  other  important  stations,  will  decide  that  the 
interstate  rates  in  effect  via  this  line  are  not  against  the  interests"  of  the 
communities  which  we  serve  or  of  the  State  at  large,  as  if  such  through 
rates  are  to  cause  a  reduction  in  the  State  schedules,  we  would  prefer  to 
cancel  through  tariffs  in  numerous  instances  where  they  are  not  made  neces- 
sary by  the  Federal  laws. 

And  further  answering,  the  Chicago  &  Alton  Railway  Compiny  begs  leave 
to  refer  to  the  answer  of  the  Chicago,  Burlington  &  Quincy  Railway  Com- 
pany filed  herein  and  to  adopt  the  same  as  its  answer,  except  wherein  the 
same  refers  to  the  special  conditions  applicable  to  that  company:  and  it 
makes  the  answer  of  the  Chicago,  Burlington  &  Quincy  Railway  Company  an 
exhibit  to  its  answer. 

And  having  fully  answered,  it  prays  to  be  hence  dismissed,  as  in  duty 
bound  it  will  ever  pray. 

THE  CHICAGO  AND  ALTON  RAILWA.Y  COMPANY, 

BY  WM.  BROWN,  Its  General  Solicitor. 


To  the  Honorable  Board  of  Railroad  and  Warehouse  Commissioners  of  Illinois: 

The  Illinois  Manufacturers'  Association,  representing  over  six  hundred  and 
twenty-five  of  the  leading  manufacturing  concerns  of  the  State,  has  certain 
petitions  pending  before  you  in  reference  to  the  proposed  revision  of  the 
classification  and  schedules  of  reasonable  maximum  rates.  We  have  had  rep- 
resentatives present  at  all  the  meetings  you  have  held. 

It  was  our  understanding  that,  when  you  at  your  August  5th  meeting 
directed  the  shipping  interests  to  appoint  a  conference  committee  to  meet 
with  a  similar  railway  committee,  the  Shippers'  Committee  was  to  represent 
all  the  interests  having  petitions  pending  before  your  honorable  board,  and 
that  after  agreeing  among  themselves,  they  were  to  meet  the  Railway 
Committee  and  try  to  harmonize  the  existing  differences. 

The  Shippers'  Committee  as  appointed  failed  to  give  representation  to  our 
a>sociation  and  the  interests  of  the  State  north  of  Peoria,  this  territory 
containing  mo're  than  one-half  of  the  population  of  Illinois.  We  therefore 
desire  to  enter  our  protest  that  the  Shippers  Committee  as  constituted  is  only 
a  section \1  committee,  representing-  a  minority  interest  in  the  State;  does 
not  in  any  way  represent  our  interests,  and  such  being  the  case  is  not  entitled 
to  any  general  standing  before  your  board,  and  any  agreement  made  by  them 
with  the  railways  should  not  be  considered  as  representing  the  entire  inter- 
ests of  the  State  as  intended  by  you. 

We  are  thus  compelled  to  take  separate  action  and  wetherefoi-e  petition  you 
_not  to  abandon  the  Illinois  classification  and  substitute  either  the  official  or 
'western  classification,  but  rather  to  continue  the  present  classification,  with 
such  amendments  from  time  to  time  as  will  serve  to  keep  it  in  line  with  the 
needs  of  the  public,  as  we  b«-lieve  the  various  state  classifications  are  a  great 
protection  to  the  shipper  at  large  against  insidious  advances  in  railway  trans- 
portation costs  through  medium  of  advancing  the  classification.  And  further, 
your  classification  with  its  ten  classes  is  better  suited  to  the  needs  of  the 
State  than  the  official  particularly,  which  has  six  classes  only. 

As  regards  the  petition  pending  before  you  for  reduction  of  the  maximum 
scale  of  rates,  we  desire  to  call  your  attention  to  the  fact  that  the  largest 
manufacturing  interests  of  the  State  lie  in  the  territory  unrepresented  by  the 
conference  committee.  This  is  largely  due  to  the  fact  that  in  early  days 
manufacturing  interests .  grew  up  near  Lake  Michigan  and  along  the  Missis- 
sippi River,  and  scattered  along  the  waterways  in  the  north  half  of  the  State 
to  take  advantage  of  their  water  power.  As  the  State  has  grown,  these  manu- 
facturing interests  have  all  kept  pace,  and  the  railway  companies  have  volun- 


36 

tarity  fostered  these  industries  by  making  low  commodity  rates,  both  on 
their  raw  material  and  finished  product  outbound,  to  enable  them  to  meet 
competition  from  other  territories,  until  probably  more  than  two-thirds  of 
the  entire  railway  tonnage  of  the  State  is  moved  on  these  voluntary  low  rates, 
which  are  much  lower  than  the  maximum  schedule  of  rates  prescribed  by  you. 
It  seems  to  us,  therefore,  that  in  considering  the  plea  that  your  scale  of  rates 
is  too  high,  to  arrive  at  a  just  decision  it  will  become  necessary  to  take  into 
consideration  these  voluntary  low  rates,  the  good  effects  of  which  are  par- 
ticipated in  by  practically  every  citizen  of  the  State,  and  that  the  fair  method 
to  arrive  at  the  conclusion  is  to  ascertain  whether  the  average  weight  per  ton 
per  mile  of  revenue,  taking  into  consideration  the  density  of  the  volume  of 
traffic,  in  the  State  is  greater  than  the  average  of  the  surrounding  states  If 
so,  we  would  favor  a  reasonable  reduction,  so  that  our  citizens  will  not  be 
compelled,  in  marketing  their  goods,  to  be  at  a  disadvantage  with  their 
neighbors  in  other  states. 

Respectfully, 

ILLINOIS  MANUFACTURERS'  ASSOCIATION, 
Attest: 

JOHN  M.  GLENN,  F.  T.  BENTLY, 

Secretary.  J.  J.  WAIT, 

O.  F.  BELL, 
C.  T.  BRADFORD, 
JOHN  T.  STOCKTON, 
A.  G.  JONES, 

Traffic  Committee. 


To  the  Honorable  Board  of  Railway  and  Warehouse  Commissioners  of  the  State  of 
Illinois: 

ANSWER  OF  THE  CHICAGO,  MILWAUKEE  &  ST.  PAUL  RAILWAY  COMPANY  TO 
THE  COMPLAINTS  OF  THE  INDIANAPOLIS  BRIDGE  AND  IRON  WOKKS,  ET.  AL.. 
R.  SETEX  »fc  SON,  THE  QUINCY  FREIGHT  BUREAU  AND  OTIIEKS. 

I. 

The  complaint  of  the  bridge  and  masonry  contractors  is  that  because  rail- 
road companies  cannot  undertake  to  contract  to  transport  and  deliver  freight 
at  destination  within  a  specified  time,  there  should  be  no  rule  or  limit  to  the 
time  allowed  them  for  unloading  their  material  from  the  cars:  that  this  un- 
limited or  extended  rule  should  be  granted  for  the  further  reason  that  it  is 
sometimes  muddy  and  the  roads  are  soft.  Very  little  need  be  said  in  oppo- 
sition to  this  complaint,  except  to  call  attention  to  the  fact  that  a  compliance 
with  the  request  will  be  in  the  nature  of  special  legislation,  the  only  justifi- 
cation of  which  is  the  frequent  bad  condition  of  the  roads,  and  that  shippers 
are  not  equipped  with  the  proper  means  of  handling  property  which  they 
ship.  The  duties  and  obligations  which  common  carriers  are  under  to  serve 
the  public  with  due  diligence,  not  only  in  transporting  loaded  cars  as 
promptly  as  may  be.  but  in  furnishing  empty  cars  to  those  who  wish  to  ship 
with  reasonable  promptitude  and  diligence,  and  that  it  is  necessary  to  have 
and  enforce  reasonable  rules  with  these  duties  and  obligations  in  view,  fur-  * 
nish  complete  answers  to  this  complaint. 

II. 
As  to  the  demand  of  the  Quincy  Freight  Bureau  and  others.     Joint  Rates. 

The  law  under  which  this  investigation  is  being  made  is  understood  to  re- 
quire the  railway  company  to  establish  reasonable  mamimum  rates  which 
shall  be  applied  without  favor  or  discrimination.  When  such  reasonable 
maxim-am  rates  have  been  ascertained,  it  is  supposed  that  under  certain  cir- 


37 

cumstances  and  conditions,  the  carrier  may  accept  less.  If  a  railroad  com- 
pany has  a  rate  locally  for  fifty  miles,  they  shall  not  charge  more  than  the 
maximum  schedule,  but  if  another  shipper  ships  over  the  same  line  the  same 
class  of  freight  for  some  other  consignee  located  at  some  other  station  on  a 
connecting-  line  of  the  initial  road,  the  initial  road  is  asked  to  accept  less  than 
it  did  in  the  first  instance,  thus  carrying  for  one  person  for  less  than  it  did 
for  another  person. 

As  to  classifications: 

There  are  three  principal  classifications  in  general  use,  applying  on  inter- 
state traffic.  The  Official,  which  is  used  by  lines  east  of  the  Mississippi  River 
and  north  of  the  Ohio:  the  Southern,  which  applies  south  of  the  Ohio  River, 
and  the  Western,  which  applies  from  Chicago  and  St.  Louis  west  to  the 
Pacific  coast.  For  more  than  ten  years  there  has  been  more  or  less  of  an 
effort  made  to  harmonize  these  classifications  and  to  reach  a  common  basis, 
which  should  be  applied  throughout  the  United  States,  the  Dominion  of 
Canada  and  the  Republic  of  Mexico.  After  many  years  of  efficient  effort  a 
committee  of  fifteen  traffic  men,  after  long  effort  succeeded  in  reaching  an 
agreement.  During  the  labors  of  that  committee  it  was  generally  understood 
that  if  a  uniform  classification  was  made  to  apply  on  interstate  traffic,  that 
the  various  states  should  also  adopt  it,  thus  securing  entire  unanimity  through- 
out the  United  States.  A  unanimous  report  of  this  committee  was  made  pos- 
sible by  mutual  concessions  of  the  various  contending  interests,  the  western 
roads  accepting  many  reductions  because  in  many  cases  it  was  recouped  or  in 
part  so,  by  corresponding  concessions  of  other  interests.  This  uniform  classi- 
fication would  have  been  adopted  throughout  the  entire  country,  on  inter- 
state traffic,  and  doubtless  approved  by  the  various  state  authorities,  had  it 
not  been  finally  defeated  by  the  ultimate  refusal  of  one,  or  possibly  two, 
eastern  trunk  lines  to  accept  the  work  of  the  committee.  Ever  since  that 
time  there  has  been  a  continuous  pressure  on  western  roads  to  accept  the 
Official  classification  in  every  case  where  it  is  lower  than  the  Western,  with 
the  result  that  necessary  approaches  to  uniformity  are  made  wholly  at  the 
expense  of  the  western  roads.  As  a  matter  of  fact  all  of  the  recent  changes 
of  the  Illinois  classification  have  been  made  wholly  at  the  expense  of  the 
western  roads.  This  petition  therefore  means  that  the  work  shall  be  com- 
pleted; that  a  classification  made  by  the  older  and  eastern  railroads,  in  which 
the  object  was  the  introduction  of  eastern  manufactured  goods  into  western 
territory  is  now  being  pushed  by  the  interests  which  have  more  to  lose  by 
that  policy  than  any  others.  It  is  well  known  that  the  constant  effort  of 
eastern  manufacturers  is  to  dispose  of  their  surplus  products  in  the  west,  and 
that  eastern  railroads  have  always  found  it  to  their  interests  to  shape  their 
tariffs  and  classifications  with  this  in  view.  It  is  now  the  purpose  of  the 
complainants  to  facilitate  this  movement  by  a  material  reduction  of  rates  and 
classification,  so  that  eastern  manufactured  goods  may  be  brought  into  the 
State  to  distributing  points  on  the  lowest  available  through  rates,  and  then 
be  distributed  throughout  the  entire  State  at  greatly  reduced  rates. 

As  to  complaint  that  the  maximum  rates  in  Illinois  are  unequal,  unjust  and 
too  high,  and  the  demand  for  scale  of  rates  described  as  exhibit  "A;"  No 
attempt  has  been  made  to  show  that  they  are  too  high,  or  that  they  yield  an 
unreasonable  profit  to  the  carrier.  In  the  absence  of  such  proof  or  of  any 
assumption  to  that  effect,  attention  may  be  called  wholly  to  matters  of  com- 
parison but  no  just  conclusion  can  be  reached  by  this  means,  unless  the 
character,  purpose,  necessity  and  circumstances  under  which  such  rates  were 
made  are  duly  considered. 

Exhibit  "D"  of  the  Quincy  Freight  Bureau  complainant  attempts  a  compari- 
son between  present  maximum  rates  of  Illinois,  Indiana  and  Iowa.  In  their 
annual  report  for  the  year  ended  June  30th,  1881,  the  Illinois  Railroad  and 
Warehouse  Commission  says: 

"It  is  not  the  purpose  of  the  commissioners  to  enter  into  an  argument  in 
justification  of  the  revised  rates;  the  schedules  speak  for  themselves  and 
must  stand  or  fall  upon  their  merits. 


A  comparison  of  the  rates  with  those  fixed  in  other  states  under  laws 
similar  to  ours  show  that  the  rates  fixed  by  the  revised  schedules  are  mater- 
ially lower  than  in  any  other  western  State  *  *  *  The  revised  sched- 
ules as  finally  agreed  upon  show  an  average  reduction  of  rates  below  the  old 
schedule  on  all  leading  articles  of  nearly  thirty  per  cent." 

In  their  report  of  the  following  year  the  commissioners  show  that  addi- 
tional reductions  were  effected  by  revision  of  classifications.  I  am  unable  at 
this  time  to  state  the  amount  of  reduction  involved  in  the  report  of  1882,  but 
the  classification  of  Illinois  has  been,  on  several  occasions,  subsequently  re- 
duced, until  now  it  is  admitted  as  a  general  thing  that  the  classification  of 
Illinois  averages  lower  than  any  other  classification  in  the  Mississippi  valley. 

It  is  alleged  by  the  Quincy  Freight  Bureau  complainants  that  since  the 
last  general  revisions  of  Illinois  rates,  conditions  surrounding  the  general 
maximum  rates  have  changed  Traffic  within  the  borders  of  this  State  was 
not  so  great.  Railroads  were  not  as  well  equipped  to  handle  freight  and 
passengers.  Population  was  less  dense.  Towns  and  cities  of  less  size.  Man- 
ufacturing was  not  as  great  in  volume  and  tonnage  as  at  present.  The  size 
and  capacity  of  engines,  also  freight  and  passenger  cars  was  much  less  than  at 
present.  The  minimum  of  expense  was  greater.  Roads  and  bridges  were 
not  as  well  ballasted  and  built.  Trains  could  not  be  as  heavily  loaded. 

Assuming  these  allegations  to  be  in  part  true,  no  reasonable  persons  can 
be  led  to  believe  that  the  cost  of  operation  has  been  reduced  thirty  per  cent 
since  1881.  Furthermore,  nothing  but  the  bare  assertion  has  been  advanced 
to  prove  that  the  volume  of  local  business  in  Illinois  has  increased. 

In  their  report  for  1886  the  railroad  commissioners  of  Iowa,  in  commenting 
upon  the  difference  between  the  gross  receipts  and  operating  expenses  say: 

"A  very  moderate  reduction  in  rates  would  wipe  out  che  difference  between 
this  amount  (operating  expenses)  and  the  earnings.  A  decrease  of  twenty 
per  cent  in  the  hours  of  laborer  a  corresponding  increase  in  wages  would  go 
far  enough  to  accomplish  the  same  result.  Either  of  these  would  leave  the 
owners  of  the  property  without  any  return  for  their  investment." 

This  testimony,  coming  as  it  did  voluntarily  from  constituted  authorities, 
who  had  access  to  the  accounts  of  the  railroads  in  the  State,  ought  to  carry 
great  weight,  but  notwithstanding  this  pronounced  statement  we  find  that 
the  maximum  rates  of  Iowa  were  two  years  later  reduced  from  thirty-five 
per  cent  to  forty  per  cent,  from  which  the  inference  may  fairly  be  drawn 
that  the  purpose  of  the  Iowa  Commission!  at  the  time  of  the  greatest  re- 
duction was  to  throw  the  burden,  or  at  least  an  undue  portion  of  the  burden 
of  the  operating  expenses  upon  interstate  traffic,  or  tax  interstate  traffic 
for  the  benefit  of  local  shippers.  The  thirty-five  or  forty  per  cent  reduction 
referred  to  was  made  by  a  decision  of  two  of  the  three  members  of  the  com- 
mission, the  other  member  dissenting  from  sweeping  reductions. 

In  1894  the  principal  roads  in  Iowa  petitioned  the  commission  of  that  State 
for  an  advance  in  rates.  The  matter  was  heard  and  elaborate  testimony  was 
submitted.  One  of  the  commissioners  assented  to  the  petition,  and  in  his 
minority  report  submitted  a  schedule  of  advanced  rates  which  he  believed 
should  be  conceded.  In  this  report  he  said: 

"I  have  given  careful  and  deliberate  attention  to  the  claim  of  the  railway 
companies,  that  justice  to  them  and  their  interests  elsewhere  required  that 
the  local  business  of  Iowa  should  bear  a  greater  portion  of  the  cost  of  opera- 
tion than  it  now  does.  Should  the  local  Iowa  business  be  done  at  a  loss  and 
the  general  business  of  the  railways  be  profitable,  the  Board  of  Commission- 
ers or  a  judicial  tribunal  would  hardly  feel  justified  in  insisting  upon  a  con- 
tinuance of  the  relation." 

The  majority  of  the  commissioners,  however,  in  refusing  to  grant  the  peti- 
tion based  their  views  chiefly  upon  the  statement  that: 

"The  present  is  an  inopportune  time  to  take  up  the  matter  of    revision    or 
advance  in  schedules." 
and  the  petition  was  thereupon  dismissed. 

We  have  thus  before  us  two  of  the  schedules  which  have  been  used  for 
comparative  purposes.  The  Illinois  schedule  which  is  a  maximum  schedule, 
but  by  no  means  a  minimum  schedule,  shows  that  rates  have  been  reduced 
within  a  given  period  since  1881  fully  forty  per  cent,  in  which  time  it  is  im- 


39 

possible  for  any  one  to  truthfully  say  that  the  cost  of  operation  has  been  re- 
duced to  that  extent. 

The  Iowa  rates  are  maximum  as  well  as  minimum.  The  peculiarity  of  the 
law  is  such  as  to  make  them  absolutely  minimum  rates,  and  the  law  under 
which  these  rates  were  made  should  have  been  described  as  an  act"tocompel 
all  manufacturing  interests  to  get  out  of  the  State."  It  is  notorious  that 
since  the  law  of  1888  every  important  manufacturing-  industry  has  moved 
away  from  the  State;  that  there  remains  but  a  few  minor  interests  in  the  in- 
terior, which  are  all  of  a  strictly  local  character.  Whereas  the  present,  -max- 
imum rates  of  Illinois  are  precisely  as  stated  by  the  complainant  in  the  fol- 
lowing- language  "that  it  is  used  by  the  railroads  of  Illinois  only  to  govern  in 
cases  and  is  not  the  basis  generally  adopted  and  practiced  by  them."  It  is 
not  in  order  now  to  question  the  wisdom  of  Illinois  legislation  on  the  subject 
of  rates;  it  is  sufficient  to  call  attention  to  the  fact  that  the  law  requires  the 
commission  to  make  a  scale  of  reasonable  maximum  rates  for  the  State;  the 
State  thus  assuming  to  leave  the  carrier  at  liberty  to  make  such  rates  as  low 
as  will,  in  their  judgment,  best  promote  the  interests  of  the  State,  conse- 
quently the  railroads  themselves  provide  always  that  they  shall  not  charge 
in  any  case  more  than  the  maximum  schedules,  and  Illinois  railroads  have 
been  prompt  in  recognizing  and  acting  upon  the  evidently  intended  provision 
of  the  law. 

The  petitioners  allege  that  there  has  been  a  large  increase  in  population 
and  of  traffic,  which  result  could  not  have  been  reached  under  an  unfriendly 
policy  or  excessive  rates,  in  fact  it  could  only  have  been  made  possible  by 
the  widest  liberality  upon  the  part  of  the  carriers. 

III. 
Exhibit  "A''  Attached  To  The  Complaint. 

The  rates  as  shown  in  this  exhibit  as  being  Indiana  rates,  and  as  being  a 
fair  criterion  as  to  what  local  maximum  rates  in  Illinois  should  be,  are  not 
in  fact  tariff  rates;  nor  are  they  what  they  are  represented  to  be  by  the  com- 
plainants in  this  case.  A  brief  examination  of  this  exhibit  wall  show  that 
the  rates  thus  named  are  a  minimum  scale,  below  which  it  is  agreed  by  the 
railway  companies  in  the  Central  Traffic  Association  territory  that  they  will 
not  go.  It  will  show  that  they  are  not  constructed  with  reference  to  cost  or 
value  of  the  services  to  be  rendered  in  the  transportation  of  freight.  Further- 
more, the  various  tariffs  which  will  be  presented  show  that  the  rates  in  ex- 
hibit "A"  are  not  standard  rates.  In  order  to  obtain  an  accurate  view  of  the 
rates  applied  generally  in  the  states  east  of  Illinois,  it  is  necessary  to  under- 
stand the  entire  rate  situation  throughout  the  country  between  the  Missis- 
sippi tliver,  Dubuque  to  Cairo,  inclusive,  and  north  of  the  Ohio  River  and  the 
Atlantic  seaboard. 

The  process  by  which  rates  in  this  eastern  territory  have  reached  their 
present  condition,  commenced  in  1870  or  thereabouts.  There  was  at  that 
time  but  four  eastern  roads  recognized  EIS  trunk  lines,  the  Pennsylvania,  New 
York  Central,  Erie  and  Baltimore  &  Ohio-  These  roads  had  at  that  time 
auxiliary  lines  which  reached  Chicago,  or  various  points  on  the 
Mississippi  River.  The  Chicago  lines  were  in  direct  competition  with  canal 
and  lake  competition  between  New  York  and  Chicago.  There  was  a  con- 
tinued struggle  between  the  rival  water  and  all-rail  carriers.  The  trunk 
lines  which  did  not  reach  Chicago  directly,  or  by  auxiliary  connections  strug- 
gled with  their  rail  connections  for  rates  which  would  put  their  roads  on  an 
equality  with  the  NewYork-Chicago  lines.  This  was  settled  measurably  in 
the  early  70's  by  the  adoption  of  what  has  been  known  as  the  McGraham  scale. 
Given  a  rate,  New  York  to  Chicago,  the  roads  from  New  York  to  interior 
points  west  of  the  western  termination  of  the  trunk  lines  took  a  certain  per- 
centage of  the  entire  Chicago  rate  This  system  has  continued  up  to  the 
present  time,  during  which  period  the  number  of  trunk  lines  has  increased, 
and  the  number  of  auxiliary  lines  has  increased  until  each  one  of  the  eastern 
trunk  lines  reach  almost  every  competitive  point  in  the  middle  west,  up  to 


40 

and  including  the  Mississippi  River.  A  map  showing  this  rate  adjustment 
will  be  presented  to  you,  from  which  it  will  be  seen  that  there  has  been 
much  gerrymandering.  Each  district  or  community  has  struggled  to  get  on  the 
lowets  available  percentage  basis. 

This  percentage  theory  of  making  rates  had  for  its  prime  object  the  keep- 
iog  away  from  Chicago  all  traffic,  where  it  would  be  made  tributary  to  lake 
competition.  Theoretically  the  scheme  is  just.  It  gives  to  each  locality, 
approximately  the  benefit  of  its  nearness  to  the  Atlantic  coast  points.  The 
eastern  trunk  lines  have  been  able  to  compel  their  auxilary  lines  to  join 
them  in  fixing  the  rates,  which  are  the  result  of  the  McGraham  scale,  even 
w^hen  such  auxiliary  lines  are  known  to  be  doing  business  at  less  than  cost  of 
operation,  and  even  at  the  present  time  such  auxiliaries,  which  are  under  the 
dominion  of  those  eastern  trunk  lines  are  being  operated  at  a  loss,  because 
this  system  of  rate  making  is  forced  upon  them.  Many  of  the  trunk  lines 
have  become  the  owners  of  what  were  originally  their  feeders,  and  they 
maintain  those  rates  to  the  present  time,  allowing  their  connections  only 
substantially  a  division  of  the  rate. 

When  the  Interstate  Commerce  Act  was  passed,  it  was  found  that  the 
McGraham  system  of  rates  was  a  preventative  of  legal  discrimination  in  the 
meaning  of  the  act,  and  this  system  has  been  still  further  confirmed,  and 
greatly  elaborated.  The  rate  from  New  York  to  East  St.  Louis  was  made 
116  per  cent  of  the  rate  from  New  York  to  Chicago.  After  the  Interstate 
Commerce  Act  was  passed,  it  was  necessary  to  make  rates  from  seaboard 
points  to  the  principal  distributing  points  that  should  bear  a  just  relation  to 
the  rates  from  the  seaboard  to  district  points,  such  as  the  Mississippi  River, 
and  to  make  rates  from  such  remote  points  to  the  western  boundary  of  the 
territory  enclosed  in  this  policy. 

To  illustrate:  The  rates  from  the  seaboard  to  Buffalo,  Cleveland,  Detroit, 
Indianapolis  and  any  other  such  points  should  have  a  just  relation  to  the 
rates  from  the  seaboard  to  St.  Louis,  Hannibal,  Burlington;  and,  again,  the 
rates  from  the  seaboard  to  Buffalo,  and  the  local  rate  from  Buffalo  to  Cleve- 
land, and  the  rate  from  Cleveland  to  Quincy  should,  in  the  aggregate,  bear  a 
fair  relation  to  the  rate  from  the  seaboard  to  Quincy.  In  other  words,  the 
adoption  of  the  McGraham  scale  for  through  business  from  the  seaboard  to 
all  interior  points  in  Central  Freight  Association  territory,  and  to  the  western 
terminals  of  the  eastern  freight  association  has  been  such  as  to  prohibit  what 
would  otherwise  be  considered  a  reasonable  basis  ot  rates  has  compelled  the 
adoption  of  comparatively  low  rates  between  such  places  as  Cleveland,  Cin- 
cinnati and  Decatur,  Illinois,  or  Detroit  and  .Jacksonville,  and  so  on  indefin- 
itely. 

The  policy  of  the  financially  strong  eastern  trunk  lines  of  forcing  their 
manufactured  products  into  the  western  markets  and  of  drawing  western 
products  from  lake  competition  has  been  accomplished  by  reason  of  the  con- 
trol which  the  strong  eastern  lines  have  been  able  to  exert  over  their  weaker 
western  connections,  and  has  been  made  further  possible  by  the  ultimate 
ownership  of  many  of  the  western  lines,  so  that  those  western  feeders  are 
compelled  in  many  cases  to  do  business  at  a  loss  for  the  greater  benefit  which 
would  accrue  to  the  eastern  lines  and  it  is  to  be  kept  in  view  that  all  this 
complicated  system  of  through  rates,  east  and  west  bound,  no  matter  what 
through  rates  are  made  between  the  Atlantic  seaboard  and  points  west  of 
Buffalo  and  Pittsburg,  the  eastern  trunk  lines  always  get  the  same  rate  in 
cents  per  100  pounds. 

It  has  been  found,  in  consequence  of  this  elaborate  system  of  east  and  west 
rates,  that  rates  for  short  intermediate  hauls  in  Central  Traffic  Association 
territory  are  necessarily  low,  if  the  long  and  short  haul  provision  of  the 
interstate  commerce  act  is  observed.  It  was  found  that  this  condition  led  to 
demoralization  and  as  a  partial  preventative  the  rates  of  the  so-called  Exhibit 
"A"  were  adopted  as  a  minimum  rate,  under  which  no  one  would  go  under 
any  circumstances.  The  rates  in  that  exhibit  were  drawn  up  after  careful 
investigation,  and  were  so  framed  as  to  as  nearly  as  possible  meet  existing 
contingencies,  but  they  do  not  afford  even  a  small  light  on  the  subject  of 
what  is  a  fair  reasonable  rate. 

The  complainants  in  this  case  ask  that  they  be  adopted  as  the  maximum 
rates  of  Illinois.  For  the  purpose  of  showing  the  unreasonableness  of  this 


41 

proposition,  or  of  any  one  approximating  it,  there  will  be  submitted  to  you, 
in  proper  order,  a  statement  showing-  the  actual  maximum  rates  of  Indiana, 
and  another  one  showing  the  relative  density  of  traffic  on  the  the  New  York 
Central  Railroad  and  on  the  St.  Paul  Railroad  for  the  year  1900,  the  last 
available  statistics  of  this  kind,  together  with  a  scale  of  the  maximum  rates 
charged  by  the  C.,  M.  «fc  St.  P.  in  Illinois,  and  the  maximum  rates  charged 
by  the  New  York  Central  from  which  it  will  be  seen  that  in  1900  the  C.,  M. 
&  St.  P.  had  6,596  miles  of  road  with  a  total  number  of  tons  moved  on  that 
mileage  of  18,010,683,  which  reduced  to  mile  tons  was  3,639,977,191,  which  was 
equal  to  551,846  tons  per  mile  for  each  mile  of  the  road  owned  and  operated. 
During  the  same  period  the  New  York  Central  had  2,817  miles  of  road.  The 
total  number  of  tons  moved  over  that  road  during  the  year  was  37,586^496,  or 
6,117,572,625  mile  tons,  equal  to  2,171,662  mile  tons  per  annum  for  each  mile 
of  road.  The  statement  will  also  show  that  the  St.  Paul  Company  handled 
during  the  year  2,730  tons  of  freight,  regardless  of  the  distance  hauled,  for 
each  mile  of  operated  road,  while  the  New  York  Central  moved  13,342  tons 
for  each  mile  of  road.  The  St.  Paul  Company  having  134  per  cent  greater 
mileage  than  the  New  York  Central  and  handled  52  per  cent,  less  tons  of 
freight. 

The  statement  will  also  show  that  for  50  miles  haul  the  St.  Paul  Company 
gets,  under  its  maximum  schedule  of  Illinois,  29.14  for  first  class  freight, 
while  the  New  York  Central  recieves  28  cents  for  the  same  haul.  It  shows 
that  for  100  miles  the  New  York  Central  may  get  51  cents  on  first  class 
freight,  while  for  that  distance  in  Illinois  the  St.  Paul  company  is  permitted 
to  get  only  38.54.  It  shows  that  on  the  long  haul  of  350  miles  the  New  York 
Central  is  permitted  to  charge  60  cents  on  first  class  freight,  while  the  St. 
Paul  Company  in  Illinois  cannot  charge  more  than  58.28.  In  other  words,  the 
rates  which  the  New  York  Central  is  permitted  to  charge  with  its  enormous 
mile  tonnage  per  annum  are  greater  than  the  rates  which  are  now  charged 
by  the  St.  Paul  Company  under  the  existing  maximum  freight  tariffs. 

The  comparison  with  the  business  of  the  Pennsylvania  road  is  substan- 
tially the  same  as  the  foregoing.  The  Pennsylvania  in  1900  operated  3,648 
miles  of  road.  The  total  tons  handled  by  that  company  during  the  year  was 
101,129,383  which  reduced  to  mile  tons  reached  the  enormous  sum  of  8,726,- 
462,614  mile  tons,  equivalent  to  2,392,122  mile  tons  per  annum  for  each  mile 
of  road. 

The  St.  Paul  Company  had  80  per  cent  greater  mileage  than  the  Pennsyl- 
vania Company  and  moved  82  per  cent,  less  tons  of  freight. 

You  will  find  submitted  in  proper  order  tariffs  of  the  Michigan  Central, 
Southern  Indiana  Railway,  C.  I.  &  L.  Ry.,  Evansville  &  Terre  Haute,  Cincin- 
nati, Hamilton  &  Dayton,  Detroit,  Lansing  &  Northern,  Chicago,  West  Michi- 
gan, Flint  &  Pere  Marquette,  from  which  it  will  appear  that  all  of  these  roads 
have  been  and  are  charging  rates  on  their  local  traffic  largely  in  excess  of  the 
so-called  rates  in  Exhibit  "A,"  which  totally  disproves  the  reliability  of  ex- 
hibit "A"  for  purposes  of  information  or  justice. 

IV. 

An  attempt  has  been  made  to  show  that  certain  rates  in  Indiana  and  Ohio 
are  less  than  the  present  maximum  rate  of  Illinois,  and  to  show  also  that 
freight  is  being  carried  from  the  east  to  interior  towns  and  cities  of  Illinois, 
at  a  lower  rate  for  the  distance  than  is  charged  for  an  equal  haul  in  the  State 
of  Illinois.  This  fact  is  the  only  reason  given  in  support  of  a  request  for  the 
reduction  of  the  Illinois  maximum  scale,  and  constitutes  the  only  proof  that 
the  local  rates  in  Illinois  are  excessive. 

In  the  original  application  of  the  percentage  system,  previously  referred  to, 
the  rate  from  New  York  to  Quincy  was  122  per  cent  of  the  rate  from  New 
^York  to  Chicago.  After  long  effort  these  rates  from  New  York  to  Quincy 
"were  reduced  to  116  per  cent,  the  same  as  from  New  York  to  St.  Louis.  This 
was  followed  by  further  demands  for  corresponding  reduction  of  rates  from 
Central  Traffic  territory,  to  Quincy,  and  was  refused,  because  it  would  only 
add  to  the  complications  which  already  existed  to  too  great  an  extent,  and 
would  establish  too  low  a  rate  on  shipments  from  middle  states  to  Quincy  as 
compared  with  rates  charged  in  Illinois  for  equal  distances.  Whatever  jus- 


42 

tice  there  may  be  in  the  demand  for  lower  rates  in  Illinois  because  lower 
rates  are  charged  on  interstate  traffic  for  the  same  or  greater  distances  than 
are  charg-ed  locally  in  Illinois,  this  much  may  be  said,  namely:  That  the  Illi- 
nois railroads  have  done  everything-  they  could  do  by  the  exercise  of  ingenuit}1 
to  foster  and  maintain  all  manufacturing-  and  mercantile  interests  in  the 
State.  This  has  been  done,  not  always  voluntarily,  but  generally  so,  but  al- 
ways at  the  request  or  demand  of  Illinois  shippers,  and  because  their  requests 
have  been  granted,  often  at  great  expense  and  sacrifice  to  Illinois  railroads, 
these  very  rates  so  made  constitute  the  only  possible  argument  in  favor  of  a 
further  reduction  in  Illinois,  and  if  the  request  should  be  granted  the  trouble 
of  Illinois  railroads  will  not  be  remitted,  but  will  be  greatly  enhanced.  There 
are  lower  rates  from  the  east  into  Illinois  than  the  Illinois  rates  and  are 
made  for  the  purpose  of  supplying  the  needs  of  manufacturing  centers 
throughout  the  State,  and  these  rates  are  all  made  up  on  the  long  and  short 
haul  theory.  For  example,  the  rate  on  a  given  article  from  Cleveland,  Ohio, 
to  Burlington,  must  not  be  less  than  the  rate  from  Cleveland  to  Sciota,  a  local 
station  on  the  T.  P.  &  W.,  between  Bushnell  and  Lallarpe,  because  the  long 
and  short  haul  clause  applies,  and  the  Burlington  rate  must  not  be  lower  than 
the  rate  to  Sciota. 

There  are  a  numerous  number  of  prosterous  cities  and  towns  on  north  and 
south  lines  in  Illinois  which  are  not  intermediate  points  between  the  east  and 
west,  to  which  these  low  rates  apply,  but  it  is  proposed,  in  order  to  help  the 
Quincy  and  other  manufacturers  and  dealers  to  reduce  the  rates  from  all  Illi- 
nois points  to  all  stations  north  and  south  and  to  reduce  classifications,  which 
means  a  still  further  reduction,  so  that  the  companies  which  ship  into  Illinois 
under  the  long  and  short  haul  clause  may  reship  or  consign  freight  to  the 
innumerable  cities  and  towns  north  and  south  of  such  places  and  let  the  pro- 
ducts of  the  eastern  roads  in  on  a  still  lower  basis  than  now.  This  complaint 
might  well  be  described  as  an  attempt  of  certain  communities  to  increase  their 
commercial  difficulties  by  letting  in  goods  from  other  states  at  still  lower 
rates  than  now  prevail. 

The  rates  of  Iowa  are  also  shown  for  the  purpose  of  comparison.  It  will  be 
shown  from  various  statements  in  this  case  that  for  some  distances  the  Illi- 
nois rates  are  greater  than  the  Iowa  rates  and  vice  versa.  It  has  been  shown 
that  Iowa  rates  are  both  maximum  and  minimum.  The  rates  of  Illinois,  or 
whatever  rates  may  be  made  by  your  honorable  commission  for  Illinois  will 
be  maximum  only.  The  railroads  will  still  be  supposed  to  make  lower  rates 
whenever  the  exigencies  of  the  case  warrant,  the  presumption  being  that  the 
people  are  to  be  protected  against  high  rates,  but  there  is  to  be  no  protection 
to  the  railroads  against  low  rates.  But  whatever  may  be  done  by  your  hon- 
orable commission  in  regard  to  the  maximum  rates  of  Illinois,  if  the  prayer 
in  this  petition  is  granted  and  a  material  reduction  is  made,  the  railroads  in 
interest  will  have  to  make  a  minimum,  and  no  matter  how  low  such  scale 
may  be,  the  result  must  inevitably  be  the  same  as  in  Iowa.  It  is  impossible 
to  afford  such  protection  to  mercantile  interests  in  Illinois  by  an  inflexible 
tariff.  If  all  the  railroads  in  the  State  ran  north  and  south  parallel  to  each 
other,  or  for  that  matter  east  and  west,  an  inflexible  tariff  applied  uniformly 
on  all  traffic  might  protect  all  interests,  but  roads  cross  each  other  at  short 
distances  and  in  every  conceivable  direction,  often  overlapping  each  other, 
and  the  business  in  the  numerous  towns  in  the  State  cannot  be  protected  by 
an  inflexible  scale  of  rates.  It  is  not  the  nature  of  the  rates  in  Iowa  that  has 
driven  industries  to  Illinois  and  the  east,  but  it  is  the  inflexible  character  of 
the  rates. 

In  their  report  for  the  year  ending  June  30th,  1881,  the  Railroad  Commis- 
sioners of  Illinois  say  in  regard  to  the  30  per  cent  reduction: 

''They  (the  commissioners)  endeavored,  as  far  as  possible,  to  protect  every 
interest  and  industry  and  to  do  justice  to  all  sections  of  the  State;  the  non- 
competing  as  well  as  the  competing  points:  the  sections  remote  from  market 
and  those  nearer  to  market;  the  small  shipper  and  the  large  shipper;  the. 
interior  towns  and  villages,  with  their  limited  manufactories  and  citizens 
operating  on  a  small  capital,  as  well  as  the  large  cities  and  railroad  centers, 
with  their  immense  manufactories  and  large  business  interests,  always  keep- 
ing in  view  the  requirements  of  the  law  which  was  their  authority  and  under 
some  sections  of  which  they  had  no  discretionary  power." 


43 

It  is  manifest  from  this  report  as  well  as  from  the  law  itself  that  the  com- 
missioners felt  justified  only  in  acting  for  the  interests  of  the  whole  State 
and  not  for  any  particular  class  of  shippers.  The  manifest  purpose  of  the  re- 
duction which  is  proposed  in  this  case,  is  to  limit  the  shipment  from  other 
states  into  Illinois  and  to  increase  the  business  locally  within  the  State.  In 
other  words,  to  compel  the  dealers  to  buy  their  goods  in  Illinois.  It  will 
hardly  be  the  purpose  of  the  commission  to  deprive  a  large  portion  of  the 
population  of  the  State  of  the  privilege  of  availing  themselves  of  the  cmnpeti- 
tion  of  various  markets  outside  of  the  State.  The  roads  of  Illinois  may  be 
separated  into  two  general  classes:  those  running  north  and  south,  and  those 
running  east  and  west,  which  are  auxiliaries  of  eastern  trunk  lines.  The 
natural  forces  of  competition  are  ceaselessly  at  work  between  these  two 
classes  of  roads.  Each  class,  individually  and  collectively,  naturally  seek  to 
adjust  their  rates  so  as  to  give  them  what  they  concede  to  be  a  fair  share  of 
the  business  to  competitive  points  It  will  be  admitted  that  each  of  these 
classes  is  entitled  to  such  rates  as  will  secure  a  fair  share  of  the  business.  If 
rates  in  Illinois  locally  are  reduced  so  as  to  prevent  the  east  and  west  roads 
from  getting  what  they  concede  to  be  a  fair  share,  there  is  no  power  in  this 
commission  or  in  the  State  to  prevent  further  reductions  by  these  roads. 

Further,  it  does  not  appear  that  the  east  and  west  lines  are  doing  more  than 
a  fair  share  of  the,business.  It  is  not  necessary  to  attempt  to  show  in  each 
case  what  a  fair  share  is,  but  there  is  a  share  to  which  the  east  and  west 
roads  are  entitled,  and  it  is  obvious  that  a  reduction  of  rates  of  the  north  and 
south  lines  will  ha\e  the  effect  of  reducing  the  east  and  west  rates,  and  each 
of  the  east  and  west  roads  is  to  be  its  own  judge  as  to  what  is  fair;  therefore 
what  guarantee  is  there  that  a  reduction  of  the  local  rates  in  Illinois  will  not 
result  in  a  still  further  reduction  of  east  and  west  rates  on  interstate  business? 
What  guarantee  can  the  commission  give  in  this  direction? 

It  is  said  that  comparisons  are  odious.  Certainly  the  comparisons  which 
have  been  submitted  in  this  case  are  odious,  for  the  truth  is  that  these  manu- 
facturing centers,  especially  the  large  ones,  insist  upon  a  low  scale  of  rates 
on  interstate  traffic  because  it  is  essential  to  their  commercial  success,  and 
the  demands  for  concessions  in  this  direction  are  continuous  from  year  to 
year;  the  pressure  on  the  east  and  west  roads  in  this  direction  is  enormous, 
and  these  very  rates,  which  are  made  under  circumstances  above  stated,  con- 
stitute the  only  semblance  of  an  argument  in  favor  of  those  rates  in  this 
State. 

It  is  respectfully  submitted  that  no  good  reasons  exist  for  reducing  the 
schedule  of  rates  now  in  effect  in  this  State,  or  for  making  any  changes  in 
Illinois  classification. 

Respectfully  submitted, 
CHICAGO,  MILWAUKEE  &  ST.  PAUL  RAILWAY  COMPANY. 

By  BURTON  HANSON, 
It's  General  Solicitor. 

BEFORE  THE  RAILROAD  AND  WAREHOUSE  COMMISSIONERS  OF    THE 
STATE  OF    ILLINOIS. 

IF  RK-PKTITION  OF  QUINCY  FREIGHT  BUREAU  FOR  A    REVISION    OF    MAXIMUM 

FREIGHT  RATES,    ETC. 

To  the  Honorable,  The  Railroad  and  Warehouse  Commissioners    of   the    State  of 

Illinois: 

Your  petitioners,  the  Commercial  Exchange  of  Chicago,  respectfully  inter- 
venes in  this  cause  and  shows:  That  it  is  a  corporation,  organized  and  exist- 
ing under  the  laws  of  the  State  of  Illinois;  that  its  membership  is  composed 
of  persons  interested  as  forwarders  and  receivers  of  freight  within  the  State 
of  Illinois,  which  freight  consists  principality  of  food  products  and  grocers" 
sundries;  that  the  freight  rates  now  in  force  in  the  State  of  Illinois  tend  to 
hinder  the  development  of  trade  and  commerce  within  the  State  of  Illinois, 
because. 

First:     They  are  unreasonably  high  and  unequal. 


44 

Second:  They  are  much  higher  than  freight  rates  from  points  without  the 
State  of  Illinois  to  points  within  the  State  of  Illinois.  (See  Exhibit  ;'A" 
hereto  attached  and  made  a  part  thereof.) 

Fourth:  While  the  rates  now  in  existance  within  the  State  of  Illinois  are 
fixed  upon  the  correct  principle  that  distance  is  not  the  sole  basis  for  making 
a  freight  rate,  yet  this  principle  is  not  sufficiently  put  in  practice  under  the 
Illinois  Railroad  and  Warehouse  Commissioner's  schedule  of  maximum  freight 
rates  to  encourage  the  development  of  trade  and  commerce  between  points 
within  this  State.  The  people  of  the  State  of  Illinois  should  have  the  benefit 
of  the  principle  heretofore  and  now  commonly  practiced  by  railroads  in  inter- 
state transportation,  to-wit:  that  distance  is  not  the  important  factor  in  de- 
termining railroad  rates. 

Your  petitioner  therefore  asks  a  reasonable  reduction  on  the  first,  second, 
third,  fourth,  and  fifth  classes  of  the  Commissioners'  Schedule  of  Maximum 
Freight  Rates  in  harmony  with  the  principle  set  forth  in  item  number  four 
hereof. 

Your  petitioner  further  shows  that  the  present  Illinois  Classification  should, 
in  the  interests  of  commerce  and  uniformity,  be  changed  as  to  certain  pro- 
ducts and  attaches  hereto  Exhibit  "C,"  which  is  made  a  part  hereof,  showing 
the  reclassification  which  it  desires. 

THE  COMMERCIAL  EXCHANGE  <$F  CHICAGO, 
BY  JAY  D.  MILLER. 
CHARLES  E.  M.  NEWTON, 
Attorneys  for  Intervenors. 

BEFORE  THE  RAILROAD  AND    WAREHOUSE  COMMISSIONERS  OF  THE 
STATE  OF    ILLINOIS. 

IN  RE-PETITION  OF  QUINCY  FREIGHT  BUREAU  FOR    A    REVISION    OF    MAXIM i  M 

FREIGHT  RATES,  ETC. 

To  the  Honorable,  The  Railroad  and  Warehouse  Commissioners    of   the    State    of 

Illinois: 

Your  petitioner,  the  National  Association  of  Merchants  and  Travlers,  by 
John  G.  Shedd,  General  Chairman,  respectfully  intervenes  in  this  cause  and 
shows:  That  it  is  a  voluntary  association,  organized  and  existing  in  the  city 
of  Chicago  and  the  State  of  Illinois,  composed  of  the  following  persons  and 
firms:  Carson,  Pirie,  Scott  &  Co.;  John  V.  FarwellCo.:  Marshall  Field  &  Co  ; 
Lyon  Bros.;  Becker,  Mayer  &  Co  ;  Cahn,  Wampold  &  Co.;  Ederheimer,  Stein 
&  Co;  Hart,  Schaffner  &  Marx;  Hirsh,  Wick  wire  &  Parks;  Charles  Kauhman 
&  Bros.;  Kohn  Bros.;  Kuh,  Nathan,  Fischer  Co.;  B.  Kuppenheimer  &  Co.: 
I.  Loewenstein  &  Sons;  John  G.  Miller  &  Co.;  W.  S.  Peck  &  Co.;  D.  M.  Pfael- 
zer  &  Co.;  Spitz  &  Schoenberg  Bros.;  Theodore  Ascher  &  Co.;  Chicago  Mer- 
cantile Co.;  D.  B.  Fisk  &  Co  ;  Gage  Bros.  &  Co.;  Edson  Keith  &  Co  ;  William 
H.  Busch  &  Co.;  M.  Gimble  &  Sons;  Keith  Bros.  &  Co.;  Longley,  Low  &  Alex- 
ander; Sweet,  Dempster  &  Co.;  Taylor  <fc  Parrotte;  Burley  &  Tyrell;  Falker  & 
Stern  Co.;  Pitkin  &  Brooks;  Joseph  Beifeld  &  Co.;  L.  Heilprin  &  Co.;  Percival 
B.  Palmer  &  Co. ;  F.  Siege!  &  Bros. ;  Butler  Bros. ;  Bradley  Shoe  Co. ;  Continent- 
al Shoe  Co.;  H.  F.  C.  Dovenmuehle  &  Son;  Edwards- Stanwood  Shoe  Co. ;  Guth- 
man,  Carpenter  &  Telling;  Selz,  Schwab  &  Co.;  Smith- Wallace  Shoe  Co.;  R.  P. 
Smith  &  Sons  Co.;  M.  D.  Wells  &  Co.;  Central  Electric  Co.;  Electric  Appliance 
Co.;  J.  H.  Lesher  &  Co.:  Henry  Detmer;  Lyon  &  Healy:  P.  Keeker  &  Co.;  Peck 
&  Hills;  A.  H.  Revell  &  Co.;  Strouss,  Eisendrath  &  Co.:  \V.  M.  Hoyt  &  Co.; 
Philip  Jaeger  &  Co.;  Franklin  McVeigh  &  Co.:  Reid,  Murdock  A  Co.;  Sprague, 
Warner  &  Co.;  Steele-Wedeles  Co.;  John  A.  Tolman  Co.:  Chase  &  Sanborn: 
Fuller  &  Fuller  Co.;  Lord,  Owen  &  Co.;  Morrison,  Plummer  &  Co.:  Blum  Bros.; 
Cutter  &  Crosette:  Hart  Bros;  Wilson  Bros  :  Benjman  Allen  «fc  Co.:  Albert  C. 
Becken;  H.  F.  Hahn  &  Co.;  C.  H.  Knights  &  Co.;  Lapp  &  Fliershem;  B.  F. 
Norris,  Allister  &  Co.;  Otto  Young  &  Co.;  Duck  Brand  Co  ;  E.  G.  Stearns  &  Co.; 
Morley  Bros.,  Saddlery  Co.;  H.  W.  Gossard  Co.;  Nonotuck  Silk  Co.:  William 
Skinner  Mfg.  Co.;  Charles  A.  Stevens  &  Bros.:  Hibbard.  Spencer,  Bartlett  & 


45 


Co.;  Edwin  Hunt's  Sons;  George  W.  Trout  &  Co.;  Wells  &  Nellegar  Co.;  A.  C. 
McClurg  &  Co.;  J.  S  Ford,  Johnson  &  Co  ;  The  Horton Co. ;  C.  A.  Pienkwosky: 
Jansway  &•  Carpenter;  S.  A.  Maxwell  &  Co.;  Francis  T.  Simmons  &  Co.; 
Beacon  Falls  Rubber  Shoe  Co.;  M.  S.  Benedict  Mfg.  Co.  That  all  of  its  mem- 
bers are  interested  as  forwarders  and  receivers  of  freight  within  the  State  of 
Illinois;  that  the  freight  rates  now  in  force  in  the  State  of  Illinois  tend  to 
hinder  the  development  of  trade  and  commerce  within  the  State  of  Illinois, 
because: 

First:     They  are  unreasonably  high  and  unequal. 

Second:  They  are  much  higher  than  freight  rates  from  points  without  the 
State  of  Illinois  to  points  within  the  State  of  Illinois.  (See  Exhibit  "A" 
hereto  attached  and  made  part  thereof.) 

Third:  They  are  much  higher  on  freight  moving  entirely  within  the  State 
than  on  freight  from  points  within  to  points  without  the  State  of  Illinois 
when  transported  in  the  same  direction  and  under  substantially  similar  con- 
ditions. (See  Exhibit  "B"  hereto  attached  and  made  part  hereof.) 

Fourth:  While  the  rates  now  in  existance  within  the  State  of  Illinois  are 
fixed  upon  the  correct  principle  that  distance  is  not  the  sole  basis  for  making 
a  freight  rate,  yet  this  principle  is  not  sufficiently  put  in  practice  under  the 
Illinois  Railroad  and  Warehouse  Commissioner's  schedule  of  maximum  freight 
rates  to  encourage  the  development  of  trade  and  commerce  between  points 
within  this  State.  The  people  of  the  State  of  Illinois  should  have  the  benefit 
of  the  principle  heretofore  and  now  commonly  practiced  by  railroads  in  inter- 
state transportation,  to-wit:  that  distance  is  not  the  important  factor  in  de- 
termining railroad  rates. 

Your  petitioner  therefore  asks  a  reasonable  reduction  on  the  first,  second, 
third,  fourth  and  fifth  classes  of  the  Commissioners'  Schedule  of  Maximum 
Freight  Rates  in  harmony  with  the  principle  set  forth  in  item  number  four 
thereof. 

Your  petitioner  further  shows  that  the  present  Illinois  Classification  should, 
in  the  interests  of  commerce  and  uniformity,  be  changed  as  to  certain  pro- 
ducts and  attaches  hereto  Exhibit  '*C,"  which  is  made  a  part  hereof,  showing 
the  re-classification  which  it  desires. 

THE  NATIONAL  ASSOCIATION  OF  MERCHANTS  AND  TRAVELERS, 
BY  JOHN  G.  SHKDD,  General  Chairman. 

Exhibit  "A." 

COMPARISON    OF    CLASS    RATES    FBOM    INDIANAPOLIS    AND    FROM  CHICAGO  TO 
VARIOUS   ILLINOIS   POINTS. 


CHAMPAIGN. 


M. 

1 

2 

8 

4 

5 

6 

Chicago 

127  62 

4324 

3384 

266 

20 

16 

1372 

Indianapolis  

118  2 

31 

265 

215 

14 

11 

09 

.1224 

.0734 

.051 

.06 

.05 

.0472 

BLOOMINGTON. 


Chicago  

126  5 

4324 

3384 

266 

2105 

.1684 

.1372 

Indianapolis  . 

165  9 

315 

27 

215 

14 

1150 

09 

.1174 

.0681 

.051 

.0705 

.0534 

.0472 

Exhibit  ".4"— Concluded. 


M. 

1 

2 

3 

4 

5 

6 

Chicago  .                                                .  . 

154.9 
211.5 

.40 
.315 

.085 

.32 
.27 

.05 

.24 
.215 
.025 

.18 
.14 
.04 

.14 
.115 
.025 

.12 

.09 
.03 

Indianapolis  

PARIS. 

Chicago  . 

153.4 
91 

.4606 
.25 
.2106 

.3647 
.22 
.1447 

.2829 
.1V5 
.0879 

.20 
.1*3 

.075 

.17 

.095 
.075 

.1476 
.08 
.0076 

Indianapolis  .              

MATTOON. 

Chicago  .                         .... 

172.14 

128.7 

.47 
.315 
.155 

.376 
.27 
.106 

.29 
.215 
.075 

.20 
.14 

.06 

.17 
.115 
.055 

.15 
.09 
.06 

Indianapolis  . 

PANA. 

•  Chicago  

202 
167.6 

.47 
.35 
.12 

.38 
.30 
.08 

.29 
.225 
.065 

.M 

.15 

.08 

.18 
.13 
.05 

.15 
.10 

.05 

Indianapolis  . 

LITCHFIELD. 

Chicago  . 

234 

207.1 

.47 
.37 
.10 

.38 
.32 

.06 

.29 
.235 
.055 

.23 
.16 
.07 

.18 
.135 
.045 

.15 
.105 
.045 

Indianapolis  

EAST  ST.  LOUIS. 

Chicago  ... 

283 
262 

.47 
.37 
.10 

.38 
.32 
.06 

.29 
.235 
.055 

.23 
.16 
.07 

.18 
.135 
.045 

.15 
.105 
.045 

Indianapolis  . 

Note  that  the  rates  are  less  from  Indianapolis,   even   where  the  mileage  is 
longer,  than  from  Chicago. 


47 

Exhibit  "A." 


COMPARISON  OF  RATES  CHAKGED  IN    INDIANA   WITH    ILLINOIS    COMMISSIONERS 

MAXIMUM  RATES. 


CLASSES. 


1 

2 

g 

4 

5 

6 

In  Indiana  

25 

22 

19.5 

12  5 

9  5 

8 

185.3  miles. 
In  Illinois  

In  Indiana  

48.32 
23  32 

31 

38.72 
16.72 

26.5 

29.98 
10.48 

21  5 

24.06 
11.56 

14 

19.25 
9.75 

11 

15.65 
7.65 

9 

118.2  miles. 
In  Illinois  

42.30 

32.90 

26  03 

20.30 

16  24 

13  35 

In  Indiana  
1«5.9  miles. 
In  Illinois  

11.  SO 
31.5 
46.81 

6.40 
27 
37.22 

4.53 
21.5 

28  85 

6.30 
14 
23.31 

5.24 
11.5 

18  64 

4.35 
9 
15  04 

In  Indiana  

15.31 
31  5 

10.22 
27 

7  35 
21  5 

9.31 
14 

7.14 
11  5 

6.04 
9 

211.5  miles. 
In  Illinois 

50  19 

40  60 

31  49 

25  19 

20  15 

16  36 

In  Indiana  ...        

18.69 
25 

13.60 
22 

9.99 
19  5 

11.19 
12  5 

8.65 
9  5 

7.36 

8 

91  miles. 
In  Illinois  

37  60 

30.55 

24  62 

18  33 

14  C6 

12  22 

In  Indiana  

12.60 
31  5 

8.55 
27 

5.12 
21  5 

5.83 
14 

5.16 
11  5 

4.22 
9 

128.7  miles. 
In  Illinois 

43  24 

33  84 

26  60 

9i  05 

16  84 

13  72 

In  Indiana  

11.74 
35 

6.84 
30 

5.10 
22  5 

7.05 
15 

5.34 
13 

4.72 
10 

167.6  miles. 
In  Illinois  

46  81 

37  22 

28  85 

23  31 

18  64 

15  04 

In  Indiana  

11.81 
37 

7.22 
32 

6.35 
23  5 

8.31 
16 

5.64 
13  5 

5.04 
10  5 

207.1  miles. 
In  Illinois  

49  53 

40  04 

31  02 

24  81 

19  85 

16  17 

In  Indiana  

12.53 
37 

8.04 
32 

7.52 
23  5 

8.81 
16 

6.35 
13  5 

5.67 
10  5 

262  miles. 
In  Illinois  

53  48 

43  42 

33  84 

27  08 

21  65 

17  30 

16.48 

11.42 

10.34 

11.08 

8.15 

6.80 

The  figures  above  given  as  being  in  effect  in  Indiana  are  actual  distances 
and  rates  charged  on  the  C.,  C.,  C.  &  St.  L  Ry.  The  other  roads  in  Indiana 
base  their  charges  on  the  same,  or  approximately  the  same,  scale. 


48 
Exhibit    "B." 


A  COMPARISON  OF  RATES  FROM  CHICAGO   TO    INDIANA  AND    ILLINOIS   POIXTS. 
ON  BOTH  SIDES  OF  STATE  LINE. 


Mis. 

1st. 

2d. 

3d. 

4th. 

5th. 

6th. 

Goodland,  Indiana  .. 

85 

25 

22 

19  5 

12  5 

9  5 

7  5 

Woodland,  Illinois        ..           .... 

82 

30 

28 

20 

13 

12  5 

10  5 

Onargo,  Illinois  

85 

35  72 

29  61 

24  06 

17  39 

13  91 

11  75 

Illinois  Distance  Tariff     ..               

85 

35  72 

29  61 

24  06 

17  39 

13  91 

11  75 

Oxford,  Indiana 

103 

30 

25 

20 

13 

10 

8  5 

Rossville.  Illinois  

105 

30 

25 

20 

13  5 

12  5 

10  5 

Paxton,  Illinois 

103 

39  48 

31  49 

95  19 

19  17 

15  34 

12  69 

Illinois  Distance  Tariff  

105 

39  48 

31,49 

25  19 

19  17 

15  V.4 

12.69 

Rob  Roy,  Indiana 

124 

30 

25 

20 

13  5 

10  5 

9 

Danville    Illinois 

194 

30 

25 

20 

13  5 

12  5 

10  5 

Champaign,  Illinois    

127 

43  24 

33  84 

26  6 

20 

16 

13  72 

Illinois  Distance  Tariff 

127 

43  24 

33  84 

29  6 

21  05 

Id  84 

13  72 

Hillsdale,  Indiana  

155 

31  5 

27 

21  5 

14 

11  5 

9 

Allerttin,  Illinois. 

151 

40 

30  5 

23  5 

15  7 

14 

13 

Tuscola,  Illinois  

150 

45  12 

35.72 

27  12 

20 

17 

14  48 

Illinois  Distance  Tariff 

150 

45  12 

35  72 

27  72 

22  56 

18  04 

14  48 

Terre  Haute.  Indiana  

178 

31.5 

27 

21  5 

14 

11  5 

9 

Bourbon,  Illinois 

180 

40 

30  5 

23  5 

15  7 

14 

13 

Aetna,  Illinois  
Illinois  Distance  Tariff  

179 

180 

47 

47  56 

38 
37  97 

29 
29  42 

20 
23  68 

17 

18  95 

15 

i:>.37 

Vincenn^s,  Indiana  . 

235 

37 

32 

23  5 

16 

13  5 

10  5 

Tonti,  Illinois.     ..                     

238 

51  51 

41.73 

32 

25 

20 

16  73 

Illinois  Distance  Tariff 

238 

51  51 

41  73 

32  43 

25  94 

20  75 

16  73 

Evansville,  Indiana  

287 

40 

34 

25 

17 

15 

12 

DuQuoin,  Illinois 

54  8 

44  55 

34  78 

25 

22  25 

17  67 

Illinois  Distance  Tariff  

288 

54.8 

44.55 

34.78 

27.82 

22.25 

17.67 

Exhibit  "C." 

Page  7.  Apple  cores  and  skins,  eliminate.  Covered  under  heading-  apple 
waste. 

Page  7.  Apple  or  fruit  butters,  jelly,  sauce  or  preserves,  in  glass  or  stone. 
Tj-.C.L.  4th:  C.L.  5th. 

Page  9.     Barley,  pearl,  eliminate  as  it  is  covered  on  page  23. 

Page  22.     Catsup,  same  as  pickles.     Eliminate  further  specifications. 

Page  23.     Cereal  products  or  preparations,  change  ''N.O.S.''  to   "'as    above." 

Page  24.     Cider  in  glass,  packed.     L.C.L.  4th. 

Page  71.     Molasses  in  glass,  packed.     L.C.L.  4th. 

Page  95.  Syrup  in  glass,  packed.  L.C.L.  4th.  Fruit  syrup  in  glass  or 
earthenware,  packed.  L.C.L.  4th.  C.L.  5th. 

Page  108.     Vinegar  in  glass,  packed.     L.C.L.  4th.     C.L.  5th. 

The  western  railroads  having  recently  altered  their  classification,  making 
goods  in  glass  or  stone,  packed,  the  same  rating  as  the  same  goods  in  tin  for 
the  reason  that  for  the  same  net  contents  the  gross  weight  is  much  greater — 
sometimes  double:  so  that  they  are  receiving  much  more  and  sometimes 
twice  the  freight  earnings  when  the  inner  packages  are  glass  or  stone  than 
when  they  are  tin. 


49 

TIIK  DECATUR  JOBBERS  AND  MANUFACTURERS'  ASSOCIATION. 

DECATUR,  ILL.,  Oct.  7,  1902. 
To  the  Honorable,  The  Illinois  Railroad  and  Warehouse  Commission: 

Hox.  JAMES  S.  NEVILLE. 
Hox.  ARTHUR  L.  FRENCH. 
HON.  ISAAC  L.  EL  WOOD, 

Commisssioners,  Springfield,  111. 

The  Decatur  Jobbers  &  Manufacturers"  Association,  an  organization  em- 
bracing- the  producers  and  distributors  of  Decatur.  Illinois,  respectfully  rep- 
resent and  petition  your  honorable  body,  as  follows: 

The  present  schedule  of  "maximum  rates  of  charges  for  the  transportation 
of  freight  on  the  railroads  in  the  State  of  Illinois'*  is  obsolete,  unjust,  too 
high  and  should  be  reduced.  Certain  prominent  railroads  operating  in  the 
northern  part  of  the  State,  notably  the  C.,  B.  &  Q  R.  R..  having  voluntarily 
abandoned  the  present  schedule  and  by  much  lower  rates  have  fostered  the 
industries  located  in  towns  on  their  lines;  attracting  new  factories  so  that  of 
the  manufacturing  industries  of  Illinois,  in  number  75  per  cent,  in  capital  90 
per  cent,  have  located  on  the  lines  of  this  one  system.  The  railroads  in  cen- 
tral and  southern  Illinois  are  still  charging  the  high  rates  permissible  under 
the  present  schedule,  thus  drawing  all  new  industries  to  the  northern  portion 
of  the  State,  or  to  states  having  lower  freight  rates,  imposing  serious  hurt 
and  loss  upon  the  communities  of  central  and  southern  Illinois. 

That  on  shipments  originating  within  the  states  of  Ohio.  Michigan  and 
Indiana,  consigned  to  points  in  the  State  of  Illinois,  much  lower  rates  are 
charged  than  on  shipments  of  like  commodities  for  equal  distances  between 
points  located  wholly  in  this  State. 

Railroads  operating  both  in  Indiana  and  Illinois  are  charging  (and  have  out 
published  tariffs  giving  such  rates)  much  higher  rates  between  points  on  their 
lines  in  the  State  of  Illinois,  than  between  points  the  same  distance  apart  on 
their  lines  in  the  state  of  Indiana.  In  this  discrimination  they  are  protected 
by  the  present  Illinois  schedule  of  maximum  freight  rates.  In  proof  of  the 
foregoing  statement,  we  attach  comparative  schedules  of  rates  at  this  time, 
actually  in  use  and  daily  being  charged  in  the  State  of  Illinois  and  Indiana. 
We  therefore  petition  your  honorable  body  to  revise  and  reduce  the  present 
Illinois  schedule  of  maximum  freight  rates,  and  place  shippers  of  this  State 
on  a  parity  as  to  the  cost  of  their  shipments  by  freight  with  the  shippers  of 
the  states  of  Indiana,  Ohio  and  Michigan.  (The  rate  in  latter  states  are  the 
same  as  in  Indiana.)  We  also  request  and  petition  your  honorable  body  that 
the  Illinois  classification  be  retained  as  the  official  classification  of  this  State 
with  such  specific  changes  and  general  revision  as  may  be  deemed  in  the 
judgment  of  the  commission  to  be  necessary. 

Respectfully  submitted. 
THE  DECATUR  JOBBEKS  AND  MANUFACTURERS'  ASSOCIATION. 

By  FELIX  B.  TAIT,    President. 
E.  B.  IRVING.  Secretary. 
GEORGE  W.  MUKLLER, 
C.  M.  HURST. 
WILSON  BERING, 
ADOLPII  MUELLER, 

Committee. 

Hearing  continued  until  Nov.  18,  1902. 

Nov.  18,  1902.     Case  further  postponed  until  Nov.  25,  1902. 

Nov.  25,  1902.     Case  further  postponed  until  Dec.  2.  1902. 

Dec.  2,  1902.  On  this  date  the  case  coining  on  for  hearing  the 
petitioners  were  represented  as  follows: 

C.  S.  Jones,  representing  Western  Merchants  and  Manufacturers'  .Associa- 
tion of  Peoria,  Illinois. 

L.  B.  Boswell,  Quincy  Freight  Bureau. 

-4R  W 


50 

E.  Barry. 

Louis  FitzHenry. 
Stuart  Brown. 

The  railroad  companies  were  represented  as  follows: 

F.  A.  Warm.  General  Freight  Agent,  Chicago  A  Alton  Ry.  Co. 

A.  C.  Bird,  Third  Vice  President.  Chicago,  Milwaukee  &  St.  Paul  Ry.  Co. 
C.  M.  Dawes,  General  Solicitor,  Chicago,  Burlington  tt  Quincy,  Ry.  Co. 
S.  B.  Knight,  General  Freight  Agent,  the  Wabash  Railroad  Co. 
William  Brown,  General  Solicitor,  Chicago  &  Alton  Ry.  Co. 
John  G.  Drennan,  District  Attornej^,  Illinois  Central  R.  R.   Co. 
W.  E.  Keepers.  General  Freight  Agent,  Illinois  Central  R.  R.  Co. 
M.  C.  Markham,  Assistant  Traffic  Manager,  Illinois  Central  R.  R.  Co, 
W.  B.  Hamblin,  Assistant  General  Freight   Agent.   Chicago.    Burlington  & 
Quincy  R.  R.  Co, 

E.  B.  Boyd,  General  Freight  Agent,  Chicago,  Rock  Island  &   Pacific  Ry.  Co. 
C.  N.  Travous,  Assistant  Attornej^,  the  Wabash  Railroad  Co 

Testimony  was  presented  both  for  and  against  granting  the  prayer 
of  petitioners  and  continued  until  the  following  day,  December  3,  1902, 
covering  320  pages  of  type-written  matter,  which  is  on  file  in  this 
office. 

The  case  was  then  continued  until  January  6,  1903,  to  hear  argu- 
ments of  counsel. 

On  January  6,  1903,  the  case  coming  on  to  be  heard,  argument  of 
counsel  was  heard  before  the  commission  and  the  case  taken  under 
advisement. 

On  February  2,  1905,  General  H.  J.  Hamlin,  011  behalf  of  the 
Springfield  Business  Men's  Association  and  the  Merchant's  Associa- 
tion of  Decatur,  filed  a  petition  asking  that  the  case  be  re- opened  for 
the  introduction  of  additional  testimony  and  relief. 

March  7,  1905,  General  Hamlin  on  behalf  of  the  petitioners  moved 
that  the  prayer  of  petition  for  re-opening  of  the  case  be  granted. 

Motion  allowed  and  case  postponed  until  April  5,  1905,  to  hear  argu- 
ment of  counsel  as  to  the  scope  of  the  hearing. 

April  5,  1905,  counsel  for  petitioners  asked  that  the  whole  subject 
matter  of  classification  and  rates  in  the  State  of  Illinois,  as  embraced 
in  the  original  petitions,  be  the  basis  of  the  present  hearing. 

Request  granted. 

The  Chicago  Shippers'  Association,  by  Mr.  Henry  C.  Barlow,  its 
manager,  presented  a  petition  to  be  allowed  become  a  party  to  the 
hearing. 

Request  granted. 

Case  continued  until  May  IB,  1905. 

May  16,  1905.  Revision  of  classification  and  rates  coming  on  to  be 
heard,  petitioners  represented  by 

General  H.  J.  Hamlin. 

The  various  railroad  companies  represented  as  follows: 

John  G.  Drennan,  District  Attorney  representing  the  Illinois  Central  R.  R.  Co. 

William  Brown,  representing  various  railroads. 

James  Miles,  representing  the  Chicago  •&  Alton  Ry.  Co. 

Messrs.  McAnulty  &  Allen,  representing  the  Vandalia  Line. 

C.  N.  Travous,  representing  the  Wabash  Railroad  Co. 

S.  B.  Knight,  representing  the  Wabash  Railroad  Co. 

H.  G.  Gower,  representing  the  Chicago,  Rock  Island  &  Pacific  Ry.  Co. 

E.  H.  Seneff,  general  attorney,  representing  the  Chicago  &  Eastern  Illinois 
R.  R.  Co. 


51 

Robert  Duiilap,  general  attorney,  representing  the  Atchison.  Topeka  & 
Santa  Fe  Ry.  Co. 

T.  C.  Powell,  vice  president,  representing-  the  Southern  Railway. 

J.  M.  Hamill,  attorney,  representing-  the  Louisville  &  Nashville  R.   R.  Co. 

Lee  HowelLG.  F.  A.,  L.  &  N    R.  R. 

E.  C.  Kramer,  representing-  the  Southern  Railway  Co. 

James  M.  Graham,  representing  the   B    &  O.  S.  W.  and  C.  H.  £  D.  Ry.  -Gos, 

E.  T.  Glennon,  representing  the  Lake  Shore  &  Michigan  Southern  and  New 
York  Central  Lines. 

Railroad  Labor  Organizations  represented  by : 

J.  R.  Howe,  B.  of  L.  E. 
D.  E.  Sullivan,  O.  R.  C. 
N.  C.  Allen. 

Testimony  was  then  introduced  by  the  petitioners  and  the  railroad 
companies  which  transcribed,  covers  1(4  pages  of  typewritten  matter 
and  which  is  on  file  in  the  office  of  the  commission. 

Case  was  then  adjourned  to  June  12,  1905. 

June  12,  1905.  Further  testimony  introduced  by  both  petitioners 
and  railroad  companies,  hearing  ex  tended  over  the  dates  of  June  13th, 
14th  and  15th. 

December  5,  1905,     Order  of  the  commission  entered  in  the  case. 

December  28,  1905.  Order  of  the  commission  of  date,  December 
5,  1905,  modified  to  apply  to  Classes  1  to  5  inclusive.  Order  as  to 
Classes  6  to  10  inclusive  and  commodities  suspended. 

June  5,  1906.  Final  order  of  the  commission  as  to  revised  classi- 
fication of  railroad  freights  and  cars  and  schedule  of  rates,  applicable 
to  all  railroads  in  the  State  of  Illinois,  entered,  to  be  in  full  force  and 
effect  on  and  after  July  1,  1906. 


52 


ABSTRACT  OF  THE  EVIDENCE   TAKEN  IN  ALL    OF  THE    HEARINGS. 


CENTRAL  FREIGHT  ASSOCIATION  SCALE. 

This  scale  is  offered  as  Exhibit  A  to  the  original  petition  filed  in  this  case 
by  the  Quincy  Freight  Bureau,  und^.r  date  of  May  31,  1902,  and  will  be  found 
on  page  9  of  the  printed  copy  of  pleadings  in  this  case,  as  made  up  by  the 
officers  of  the  Railroad  and  Warehouse  Commission. 

This  scale  was  placed  in  effect  by  a  circular  of  the  Central  Freight  Asso- 
ciation, headed  "Information  2495"  and  issued  on  October  25,  1900,  and  is  as 
follows: 

Exhibit  A. 

CENTRAL  TRAFFIC  ASSOCIATION. 
Circular  No.  2369. 

BASIS    OF    RATES    BETWEEN    POINTS    IN    THE    TERRITORY    OF  THE    CENTRAL  TRAFFIC 

ASSOCIATION. 

Chicago,  July  13,  1895. 

Effective  on  the  date  to  be  fixed  at  the  September,  1895  meeting  of  the 
Freight  Committee,  the  basis  of  rates  between  points  in  the  Central  Freight 
Association  shall  be: 

First,  The  following  minimum  scale  covering  distances  from  5  to  450  miles, 
both  inclusive: 

Classes. — Rates  in  Cents  Per  100  Pounds. 


MILES. 

1 

2 

3 

4 

5 

6 

5... 

iyz 

7W 

7 

6 

4 

3 

10 

7(| 

(7  1/ 

6 

4^ 

3 

15 

m 

IJ1/ 

7U 

7 

5 

sy2 

20 

*P/z 

iy 

ill 

7 

5 

4 

25                                                                    ... 

7*o 

ny~ 

iy% 

7 

5U 

4J^ 

30  

IVz 

i\/ 

7 

6 

r,  - 

35              .... 

8V2" 

gi/ 

8 

iVz 

§Vz 

40 

9^ 

Ql/ 

9 

8 

7 

\/Z 

45                                               

lO1/^ 

ioy 

10 

8 

lYz 

6  * 

50 

12 

11^ 

101-;. 

&A 

7'.. 

6^ 

55  

13 

12y2 

\\y2 

9 

7i.: 

60                                                                            

Uy2 

13 

12 

10 

gi  _* 

65 

I§y2 

14 

13 

10 

7^1 

7  ' 

70 

17 

15 

13V£ 

10 

8 

7 

75 

18 

16 

15 

lOVo 

8 

7 

80 

1914 

18y2 

17 

11 

8*0 

1V> 

85 

21 

19 

17 

ny* 

sy2 

7'.-, 

90  -          

23 

22 

18 

12 

9 

8~ 

95 

23 

22 

18 

12 

1) 

8 

100  

24 

22 

19 

12^ 

9 

8 

no  .       .       

24^ 

22 

19V£ 

12^ 

9 

8 

120 

25 

22 

19*£ 

12^1 

9^B 

8 

130  

26 

23 

}<dV» 

13 

10 

8V2 

140 

21% 

24 

20  ~ 

13 

10 

&A 

150... 

28y2 

25 

20 

is1/^ 

lO1^ 

m 

160  . 

30 

26 

21 

l&l 

11 

9 

170 

31 

2614 

21*6 

14 

11 

9 

180  

31^£ 

27 

21^ 

14 

im 

9 

190      .   . 

32 

28 

22 

14^ 

n1-. 

9J-> 

200 

33 

28*0 

22 

15 

12 

m 

210  

34 

29^ 

22^ 

15 

12M 

10 

220 

35 

30 

22y2 

15 

13 

10 

230  

35^2 

SffiA 

23 

i5y2 

13 

240  .                               .... 

36 

31 

23 

16 

18 

10^ 

250 

37 

32 

2sy2 

16 

1'614 

jQrx 

275  

38^ 

33 

2*y> 

16^ 

14 

11 

300     .     . 

40 

34 

25 

17 

14^ 

11*6 

395 

41 

35 

26 

18 

15 

12 

350  

42 

36 

27 

18^ 

15^ 

13 

375       

43* 

36^£ 

27^ 

19 

1&/2 

IS1  a 

400. 

44 

37*6 

2sy2 

igy2 

17 

14 

425  

44J£ 

38^ 

29 

2WA 

17^ 

1414 

450 

45 

39 

30 

21 

18 

15 

53 

Owing-  to  the  fact  that  this  scale  was  not  in  evidence,  having-  been  lost 
during-  the  interval  between  the  first  hearing-  and  the  one  had  in  1905,  a 
copy  of  the  same  was  introduced  in  evidence  as  Exhibit  A-l  to  the  testimony 
of  Mr.  Barlow  on  May  15,  1905. 

In  connection  with  this  scale,  the  official  classification  is  used  and  there- 
fore in  making-  comparisons  with  the  rates  in  Illinois  as  compared  with  rates 
used  under  the  C.  F.  A.  scale,  it  becomes  necessary  to  make  a  comparison 
of  the  official  classification  with  that  of  the  Illinois  classification^  _The 
Illinois  classification  was  introduced  in  the  hearing-  of  1902  as  Exhibit  4. 
Mr.  Barlow  in  his  testimony  states  that  he  has  examined  the  Illinois  classi- 
fication and  made  a  comparison  of  the  same  with  the  official  classification; 
that  there  are  in  the  Illinois  classification,  substantially  speaking-,  in  round 
numbers,  7880  rating-s.  As  compared  with  the  official  classification  that 
shows  that  there  are,  substantially  speaking-,  2154  differences  and  5720  odd 
rating-s  that  are  alike  in  the  twro  classifications.  (Rec.  108.) 

Mr.  Barlow  stated  that,  "considering-  those  two  schedules  as  classifications, 
we  find  that  at  distances  of  100  miles,  in  round  numbers,  1482  rating-s  favor 
the  official  classification,  and  672,  in  round  numbers,  favor  the  Illinois  classi- 
fication. 

"On  shipments,  say  a  distance  of  200  miles,  the  classification  applied  to  the 
rates  would,  in  1595  cases,  approximately  favor  the  official  classification. 
And  599,  in  round  numbers,  would  make  less  rates  under  the  official  classifi- 
cation." (Rec.  109.)  "On  a  shipment  of  300  miles  subject  to  the  so-called 
Central  Freight  Association  Scale,  versus  the  Illinois  scale,  there  would  be, 
in  round  figures,  393  in  favor  of  the  official  classification,  versus,  in  round 
numbers,  561  in  favor  of  Illinois/'  (Rec.  110.) 

Mr.  W.  B.  Hamblin  testified  in  relation  to  the  C.  F.  A.  scale,  on  pages  343 
and  344  of  the  record  as  follows: 

"What  I  wanted  to  say  upon  adjournment  was,  in  connection  with  these — 
what  they  call  the  Central  Freight  Association  scale  rules,  how  they  were 
made  and  what  kind  of  a  basis  they  were  made  upon — I  imagine  the  gentle- 
men here,  claim  that  they  were  voluntarily  put  in  by  the  railroads  in  the 
Central  Freight  territory.  Now,  these  rates  were  established  in  the  first 
place,  by  the  Ohio  legislature,  or  commission,  whichever  they  have  over  there, 
as  transportation  rates  only;  and  that  the  railroads  themselves  had  the  right 
under  that  law,  to  add  whatever  the  cost  was  for  loading  and  unloading,  and 
for  switching;  to  those  rates.  They  are  what  are  called  over  there,  mini- 
mum rates." 

455  in  relation  to  the  C.  F.  A.  scale,  Mr.  Hamblin  testifies: 

"These  rates  were  not  voluntary,  but  were  compulsory,  owing  to  the  fact 
that  they  are  the  least  rate  that  was  established  for  a  transportation  charge 
by  the  commission  or  legislature  of  the  State  of  Ohio/' 

The  law  referred  to  by  Mr.  Hamblin  will  be  found  on  page  504,  Ohio  Rail- 
road Report,  being  section  3375  of  the  Ohio  Statues.  A  comparison  of  the 
rates  that  may  be  charged  under  that  law,  with  the  C.  F.  A.  scale  is  as 
follows: 

For    30  miles  Ohio  scale    7V£  cents  per  100  Ibs. 
C.F.A.   "       iy2       "       "      "       " 

For    50  miles  Ohio  scale  12%       " 
C.F.A.   "     12 

For    75  miles  Ohio  scale  18  r>        • " 

C.F.A.   "     18 

For  100  miles  Ohio  scale  25 

C.F.A.    "     24  •:        

For  125  miles  Ohio  scale  31 

C.F.A.   "     26  "       :'       " 

For  150  miles  Ohio  scale  37', 
C.F.A.    "     28^ 

For  200  miles  Ohio  scale  50 

C.F.A.   "     33  " 

For  250  miles  Ohio      "    62%       "       "       " 

C.F.A.   "     37  "       "       "       " 


54 


For  300  miles  Ohio  scale  75  cents  per  100  Ibs. 
C.F.A.   "     40       "       "       "       " 
For  350  miles  Ohio      "     87  K   " 

C.F.A.   "     42       "       "       "       " 

It  will  thus  be  seen  that  for  distances  up   to  75  miles,  the  C.  F.  A.  scale  is 
almost  exactly  the  rate  as  fixed  by  the  Ohio  Legislature;  that  above  that  dis- 
tance, the  rate  established  by  the  C.  F.  A.  scale  is  less  than  that  limited  by 
the  legislature,  and  therefore  must  be  voluntary  oh  the  part  of  the  railroads. 
Exhibit  A-3  is  as  follows: 

Exhibit  A-3. 

Table  showing-  the  percentage  the  Illinois  distance  tariff  rates  are  higher 
than  the  Central  Freight  Association  scale  for  like  distances.  100  to  400  miles, 
also  the  aggregate  percentage  higher. 

These  percentages  are  made  up  by  taking  the  aggregate  of  the  five  classes 
for  the  distances  named,  both  from  the  Illinois  distance  tariff  and  the  Central 
Freight  Association  scale,  and  showing  the  percentage  the  Illinois  distance 
tariff  rates  are  higher. 

Also  taking  the  aggregate  of  the  five  classes  for  all  distances  100  miles  to 
400  miles,  both  for  the  Illinois  distance  tariff  and  the  Central  Freight  Asso- 
ciation scale,  thereby  showing  the  aggregate  percentage  higher. 


Miles. 

Per  cent. 

Miles, 

Per  cent. 

100 

48  3 

275. 

43  7 

125.  .  . 

52  6 

300. 

43 

150. 

53 

325. 

43  9 

175.... 

48 

350.. 

42  5 

200. 

47  4 

375. 

41  7 

225.  .  .  . 

44.7 

400  

40  1 

250  

43  2 

The  total  aggregate  is  45  per  cent 

higher. 

Exhibit  A-22  is  as  follows: 

Statement  showing  the  percentage  the  Illinois  distance  tariff  is  higher  than 
the  C.  F.  A.  scale  for  distances  of  100,  200,  250,  300,  350,  400  and  450  miles, 
respectively,  by  classes  one  to  six  inclusive.  These  percentages  are  approxi- 
mately correct.  We  have  not  undertaken  to  go  into  the  fractional  percents. 


MILES. 

1 

2 

3 

4 

5 

6 

Central  Freight  Association  scale  for  100  miles  

24 

22 

19 

12  5 

9 

g 

Illinois  distance  tariff  for  100  miles 

38  2 

31 

?4  2 

18  8 

15 

12  5 

Illinois  scale  is  higher  than  the  C.  F.  A.  scale  by  the  fol- 
lowing per  cent 

60 

40 

27 

50 

66 

56 

Central  Freight  Association  scale  for  200  miles 

33 

28  5 

22 

15 

12 

9  5 

Illinois  distance  tariff  for  200  miles 

48  9 

39  5 

30  5 

24  4 

19  5 

15  9 

Illinois  scale  is  higher  than  the  C.  F.  A.  scale  by  the  fol- 
lowing per  cent     .          .  .. 

48 

39 

38 

63 

62 

67 

Central  Freight  Association  scale  for  250  miles  

37 

32 

23.5 

16 

13.5 

10 

Illinois  distance  tariff  for  250  miles  

52  1 

42  3 

32  9 

26  3 

21 

16  6 

Illinois  scale  is  higher  than  the  C.  F.  A.  scale  by  the  fol- 
lowing per  cent   

40 

32 

40 

64 

55 

60 

Central  Freight  Association  scale  for  300  miles 

40 

34 

25 

17 

14  5 

11  5 

Illinois  distance  tariff  for  300  miles 

55  5 

45  1 

35  2 

28  2 

22  5 

17  8 

The  Illinois  scale  is  higher  than  the  C.  F.  A.  scale  by  the 
following  per  cent 

38 

32 

40 

65 

55 

54 

Central  Freight  Association  scale  for  350  mil^s 

42 

36 

27 

18  5 

15  5 

13 

Illinois  distance  tariff  for  350  miles 

58 

47  9 

38 

29  9 

23  9 

19 

Illinois  scale  is  higher  than  the  C.  F.  A.  scale  by  the  fol- 
lowing per  cent     ....               

38 

33 

40 

60 

54 

47 

Central  Freight  Association  scale  for  400  miles 

44 

37  5 

28  5 

19  5 

17 

14 

Illinois  distance  tariff  for  400  miles  
Illinois  scale  is  higher  than  the  C.  F.  A.  scale  by  the  fol- 
lowing per  cent 

61.1 

36 

49.8 
32 

39.5 
38 

31 

58 

24  8 
45 

20.1 
43 

Central  Freight  Association  scale  for  450  miles.     . 

45 

39 

30 

21 

18 

15 

Illinois  scale  for  450  miles 

61  5 

50  9 

40  9 

32  1 

25  7 

21 

Illinois  scale  is  higher  than  the  C.  F.  A.  scale  by  the  fol- 
lowing per  cent   ...        .          ..           

34 

30 

36 

52 

42 

40 

oo 

Exhibit  A-14,  not  taking-  into  consideration  the  tariff  which  is  attached 
thereto,  is  as  follows: 

Exhibit  A-14. 

CENTRAL  FREIGHT  ASSOCIATION  TARIFF. 

Through  freight  rates  No.  48.  Tariff  adopted  by  the  Central  Freight  Asso- 
ciation lines,  applying  on  classes  and  commodities  between  Chicago  and  vari- 
ous Illinois  points,  and  Indianapolis,  Cincinnati,  Louisville,  Evansville,  etc. 
Also  between  Indianapolis  and  Cincinnati,  Jeffersonville,  New  Albany, 
Evansville,  etc. 

This  tariff  discloses  that  the  rates  between  Chicago  and  Indianapolis  are 
based  on  the  Central  Freight  Association  scale  for  180  miles,  and  between 
Chicago  and  Cincinnati,  New  Albany.  Evansville.  etc  ,  based  on  the  Central 
Freight  Association  scale  for  300  miles,  and  between  Indianapolis  and  Cincin- 
nati. Jeffersonville,  Evansville,  etc.,  based  on  the  Central  Freight  Association 
scale  for  120  miles. 

Comparison  of  commodity  rates  with  the  official  classification  and  Central 
Freight  Association  scale,  shown  in  said  tariff,  discloses  that  the  commodity 
rates  are  on  a  considerably  lower  basis  than  the  Central  Freight  Association 
scale. 

It  will  be  noted  that  with  this  alleged  low  basis  of  class  rates,  that  the 
commodity  rates  are  on  a  still  lower  basis. 

RATES    IN    OTHER    STATES    AS    COMPAIRED    WITH    ILLINOIS    COMMISSIONER'S 
SCHEDULE  OF  REASONABLE  MAXIMUM  RATES. 

As  Exhibit  A  to  the  printed  petitions  filed  beginning  October  7.  1902.  we 
find  the  following: 

Exhibit  A. 


COMPARISON  OF  RATES  CHARGED   IN   INDIANA    WITH  ILLINOIS  COMMISSIONER'S 

MAXIMUM  RATES. 


CLASSES. 

l 

o 

3 

4 

5              6 

In  Indiana 

25 

48.32 
23.32 

31 

42.30 
11.30 

31.5 

46.81 
15.31 

31.5 

50.19 
18.69 

25 

37.60 
12.60 

22 

38.72 
16.72 

26.5 

32.90 
6.40 

27 

37.22 
10.22 

27 

40.60 
13.60 

22 

30  55 
8.55 

19.5 

29.98 
10.48 

21.5 

26.03 
4.53 

21.5 

28.85 
7.35 

21.5 

31.49 
9.99 

19.5 

24.62 
5.12 

12.5 

24.06 
11.56 

14 

20.30 
6.30 

14 

23.31 
9.31 

14 

2->.19 
11.19 

12.5 

18.33 
5.83 

9.5 

19.25 
9.75 

11 

16.24 
5.24 

11.5 

18.64 
7.14 

11.5 

20.15 
8.65 

9.5 

14.66 
5.16 

8 

15.65 
765 

9 

13.35 
4.35 

9 

15.01 
6.04 

9 

16.36 
7.36 

8 

12  22 

4.22 

18.:.  3  miles. 
In  Illinois        

In  Indiana  

118.  2  miles. 
In  Illinois  

In  Indiana        

165  9  miles. 
In  Illinois  

In  Indiana  

211.5  miles. 
In  Illinois. 

In  Indiana 

91  miles. 
In  Illinois  

56 


Exhibit  A — Concluded. 


CLASSES. 

1 

2 

3 

4 

5 

6 

In  Indiana 

31.5 

43.24 
11.74 

35 

46.81 
11.81 

37 

49.53 
12.53 

37 

53.48 
16.48 

27 

33.84 
6.84 

30 

37.22 
7.22 

32 

40.04 
8.04 

32 

43.42 
11.42 

21.5 

26.60 
5.10 

22.5 

28.85 
6.35 

23.5 

31.02 
7  52 

23.5 

33  84 
10.34 

14 

21.05 
7.05 

15 

23  31 
8.31 

16 

24.81 
8.81 

16 

27.08 
11.08 

11.5 

16.84 
5.34 

13 

18.64 
5.64 

13.5 

19.85 
6.35 

13.5 

21.65 
8.15 

9 

13.72 
4.72 

10 

15.04 
5.04 

10.5 

16.17 
5.67 

10.5 

17.30 
6.80 

128.7  miles.                              • 
In  Illinois 

In  Indiana 

167.6  miles. 
In  Illinois          

In  Indiana              

207.1  miles. 
In  Illinois  

In  Indiana  

262  miles. 
In  Illinois 

The  figures  above  given  as  being  in  effect  in  Indiana  are  actual  distances 
and  rates  charged  on  the  C.,  C.,  C.  &  St.  L.  Ry.  The  other  roads  in  Indiana 
base  their  charges  on  the  same,  or  approximately  the  same  scale. 

This  exhibit  is  supported  by  tariffs  introduced  in  the  original  hearing. 

As  to  rates  in  Ohio,  the  following  exhibit  was  annexed  to  the  petition  of 
the  Bloomington  Business  Men's  Association: 

This  exhibit  is  also  substantiated  by  tariffs  introduced  in  evidence. 

PP:NNSYLVANIA  R.  R.  (P.  C.  C.  C.  &  ST.  L.  R.  R.) 
Local  Distance  freight  tariff  from  Columbus,  Ohio. 


Mil's 

1 

2 

3 

4 

5 

i  6 

To  Black  Lick   O. 

10 

7  5 

7  5 

6 

4  5 

3 

Illinois  distance  tariff       ... 

10 

15  04 

13  16 

11  28 

S  46 

6  76 

5  64 

To  Kirkersville,  O    

21 

7  5 

7  5 

7  5 

7 

5  5 

4  5 

Illinois  distance  tariff.. 

21 

20  68 

18  80 

15  04 

11  28 

9  02 

7  59 

To  Newark,  O  

33 

8  5 

8  5 

8 

7  5 

'    6  5 

•I  5 

Illinois  distance  tariff  

33 

24  44 

20  68 

16  92 

12  69 

10  15 

8  46 

To  Hanover,  O 

41 

10  5 

10  5 

10 

8 

7  5 

6 

Illinois  distance  tariff       .          

41 

28  20 

22  56 

18  80 

13  63 

10  90 

9  40 

To  Frazeysburg,  O  

49- 

12 

11.5 

10  5 

8  5 

7  5 

6  5 

Illinois  distance  tariff  . 

49 

29  14 

23  50 

19  74 

14  10 

11  28 

9  64 

To  Franklin,  O  

64 

15  5 

14 

13 

10 

7  5 

7 

Illinois  distance  tariff.. 

64 

31  96 

26  32 

22  56 

15  51 

12  40 

10  81 

To  West  Lafayette,  O. 

75 

18 

16 

15 

10  5 

8 

7 

Illinois  distance  tariff  

75 

33.84 

28  20 

23  50 

16.45 

13.16 

11  28 

To  Glasgow,  O 

89 

22 

20 

17 

12 

9 

8 

Illinois  distance  tariff 

89 

36  66 

30  08 

°4  34 

17  86 

14  98 

11  98 

To  Denison,  O.. 

100 

24 

22 

19 

12  5 

9 

8 

Illinois  distance  tariff.. 

100 

38  54 

31  02 

24  90 

18  80 

15  04 

12  45 

To  Cadiz  Junction,  O  

125 

26 

23 

19  5 

13 

10 

8  5 

Illinois  distance  tariff.. 

125 

42  77 

33  37 

26  32 

20  68 

16  54 

13  54 

To  Fern  wood,  O  

138 

27  5 

24 

20 

13 

10 

8  5 

Illinois  distance  tariff.. 

138 

44  18 

34  78 

27  16 

21  80 

17  44 

14  10 

To  Stubenville,  O. 

150 

28  5 

25 

20 

13  5 

10  5 

8  5 

Illinois  distance  tariff.. 

150 

45  12 

35  72 

27  72  1 

22  56 

18  04 

14  48 

1 

57 

As  to  rates  in  Iowa,  compared  with  those  in  Illinois,  the  following-  exhibit 
was  annexed  to  the  said  petition  and  substantiated  by  tariffs  afterwards 
introduced  in  evidence: 


COMPARISON  OF  RATES  IN  ILLINOIS  AND  IOWA  OVER  ROCK  ISLAND  R.  R.  (C.  R. 

I.  &  P.  R.  R.)     LOCAL  DISTANCE  FREIGHT  TARIFF 

FROM  DAVENPORT,  IOWA. 


C 

CLASSES 

1 

2 

3 

4 

5 

To  Wolcott,  la.                

12 

15.6 

13.26 

10.4 

7.8 

5.46 

To  Wilton  la                                                     

25 

17 

14.45 

11.34 

5.8 

5.95 

To  W   Liberty   la                                             .... 

38 

18  8 

15  98 

12  5 

9  4 

6  58 

To  Downey,  Ja                      .         

44 

19  4 

16.49 

13 

9.7 

6.79 

To  Iowa  City    la 

54 

20  4 

17  34 

13  6 

10  2 

7  14 

To  Oxford,  la        .          ..        

69 

21.6 

18.36 

14.4 

10.8 

7.56 

To  S  Amana  la 

79 

22  4 

19  4 

14.94 

11.2 

7.84 

To  Victor,  la              .   

97 

24 

20.4 

16 

12 

8.4 

111 

26  4 

21  87 

17  5 

12  99 

9  27 

To  Kellogg   la 

131 

29  6 

23  83 

18  45 

14  31 

10  43 

To  Colfax,  la                          

152 

32.8 

25.79 

19.85 

15.63 

11.59 

To  Altoona  la 

164 

34  4 

26  77 

20  55 

16  29 

12  17 

To  DesMoines,  la                       

175 

36 

27.75 

21.25 

16.95 

12.75 

ROCK  ISLAND  R.  R.  (C.  R.  I.  &  P.  R.  R.)     LOCAL  DISTANCE  FREIGHT 
TARIFF  FROM  ROCK  ISLAND,  ILL. 


C 

:LASSES 

.     • 

1 

2 

3 

4 

5 

To  Colona  111 

11 

16  92 

15  4 

13  16 

9  4 

9  52 

To  Geneseo.Ill 

22 

20  68 

18  80 

15  4 

11  28 

9  2 

To  Annawan  111 

35 

24  44 

20  68 

16  92 

12  69 

10  15 

To  Sheffield,  111 

44 

28.20 

22  56 

18.80 

13.63 

10  90 

To  Tiskilwa.Ill. 

58 

31  2 

25  38 

21  62 

15  4 

12  3 

To  Bureau.  Ill  
To  Peru.  111.                                                         .  .. 

67 

81 

32.9 
35  72 

27.26 
29  61 

23.3 
24  6 

15.98 
17  39 

12.78 
13  91 

To  Ottawa    111 

96 

38  54 

31  2 

24  90 

18  80 

15  4 

To  Seneca,  111. 

109 

40  42 

31.96 

25.47 

19.55 

15  64 

To  Minooka  111 

130 

43  24 

33  84 

26  60 

21  05 

16  84 

To  Mokena,lll.. 

151 

45.59 

36.09 

28.01 

22.74 

18  19 

To  Washington  Heights,  111 

165 

46  43 

36  84 

28  57 

23  12 

18  49 

To  Chicago,  111  

181 

47.94 

38.35 

29.70 

23.87 

19.10 

NORTHWESTERN  R.  R.  (C.  &  N.  W.  R.  R.)  LOCAL    DISTANCE    FREIGHT    TARIFF 

FROM  CLINTOX,  IOWA. 


Miles 

1 

«  ! 

3 

4 

5 

To  Malone,  Iowa 

14 

15  6 

13  26 

10  4 

7  8 

5  4( 

To  Grand  Mound    la 

24 

17 

14.45 

11  34 

8  5 

5  9 

To  W'heatland,  la  

34 

18.2 

15.47 

12  1 

9  I 

6.3 

To  Clarence,  la. 

46 

20 

17 

13  34 

10 

7 

To  Mechanicsville,  la  
To  Bertram,  la  

57 
72 

20.8 
22 

17.68 
18.7 

13.87 
14  67 

10.4 
11 

7.2! 

7.7 

To  Cedar  Rapids,  la. 

81 

22  8 

19  38 

15  2 

11  4 

7  9 

To  Norway    la. 

96 

24 

20  4 

16 

12 

8  4 

To  Luzerne,  la  

110 

25  6 

21.38 

16  7 

12  re 

8.9! 

To  Chelsea,    la. 

122 

28 

22  85 

17  75 

13  65 

9  8 

To  Tama,  la  

132 

29.6 

23.83 

18.45 

14  31 

10.4 

To  Montour,  la.      ...         .          ... 

139 

30  4 

24  32 

18  8 

14  64 

10  7 

58 

NORTHWESTERN  R.  R.  (C.  &  N.  W.  R.  R.)  LOCAL    DISTANCE    FREIGHT    TARIFF 

FROM  FULTON,    ILL. 


Miles 

1- 

2 

3 

4 

5 

To  Morrison,  111.. 

12 

16  92 

15  04 

13  16 

9  40 

7  52 

To  Rock  Island,  Jet.  Ill 

22 

20  68 

18  80 

15.04 

11  28 

9  02 

To  Nelson,  111. 

32 

24  44 

20  68 

16  92 

12.69 

10  15 

To  tranklin  Grove,   111. 

48 

29  14 

23.50 

19.74 

14.10 

11.28 

To  Flag^    111. 

57 

31  02 

25  38 

21  62 

15  04 

12  03 

To  Malta,  111  .. 

72 

33.84 

28.20 

23.50 

16.45 

13.16 

To  Maple  Park,  111. 

85 

35  72 

29  61 

24  06 

17  39 

13  91 

To  La  Fox,  111.. 

95 

37  60 

30  55 

24  62 

18  33 

14  66 

To  West  Chicago,  111  

106 

40.42 

31  96 

25  47 

19  57 

15  64 

To  Lombard,  111.. 

116 

42  30 

32  90 

26  03 

20  30 

16  24 

To  May  wood    111 

126 

43  24 

33  84 

96  60 

21  0") 

16  84 

To  Chicago,    111.             

136 

44  18 

34  78 

27  16 

21  80 

17  44 

Exhibit  B  was  a  comparison  of  local  rates  in  Illinois,    Indiana    and    Iowa, 
for  distances  up  to  150  miles,  and  is  as  follows: 

Exhibit  B. 
COMPARISON    OF  LOCAL  RATES. 


Miles     1st  C. 


Illinois  

10 

15  04 

Indiana                           ...                   .                      

10 

7  50 

Iowa 

10 

It  80 

Ohio                                      ... 

10 

7  50 

Illinois 

25 

20  68 

Indiana    

25 

7  50 

Iowa             .  .           .... 

95 

17  00 

Ohio 

25 

7  50 

Illinois                                                                     ... 

50 

29  14 

Indiana  

50 

12  00 

Iowa            ..               .                  .... 

50 

20  00 

Ohio 

50 

12  00 

Illinois  

100 

38  54 

Indiana 

100 

24  00 

Iowa 

100 

24  00 

Ohio 

ICO 

24  00 

Illinois 

150 

45  12 

Indiana 

150 

28  50 

Ohio 

loO 

98.50 

Iowa  

150 

32  00 

The  Illinois  rate  referred  to,  is  the  Commissioners'  maximum;  the  Indiana 
rate  is  the  C.  F.  A.  scale  and  the  Iowa  rate  is  the  Iowa  Commissioners' 
schedule,  as  shown  by  Exhibit  2,  in  the  original  hearing-. 

Exhibit  A-12,  excluding1  the  tariff  in  question  is  as  follows: 


DISTANCE  TARIFF. 

Pittsburg-,  Cincinnati,  Chicago  &  St.  Louis  and  Indianapolis  &  Vincennes 
Ry.  local  freight  tariff,  G.  F.  D.  No.  21,  on  six  classes,  applying-  between  sta- 
tions on  the  above  lines. 


"PAN   HANDLE  ROUTE." 

THE  PITTSBURG,   CINCINNATI,   CHICAGO  &  ST.  LOUIS  RAILWAY  CO. 

Office  of  the  General  Western  and  Division  Freight    Agent. 

M.  S.  Connelly. 

CHICAGO,  ILL.,  April  13,_1905. 

In  reply,  refer  to  File  M-42500. 
Mr.  H  C.  Barlow,  Manager,  Chicago  Shippers  Dissociation,  City: 

Dear  Sir. — Replying  to  your  letter  of  April  6th  addressed  to  Mr.  James  P. 
Orr,  G.  F.  A.,  Pittsburg,  Pa.  In  compliance  with  your  request  we  attach 
copy  of  our  G.  F.  O.  No.  21  which  is  our  local  mileage  tariff  and  applies  be- 
tween all  stations  on  our  line  and  points  in  Ohio  and  Indiana.  We  also  at- 
tach copy  of  our  Tariff  I.  C.  C.  B-79,  naming  class  and  commodity  rates  be- 
tween Chicago  and  Ohio  river  crossings. 

Yours  truly, 

M.  S.  CONNELLY. 

G.  W.  &  D.  F.  Agent. 

"Exhibit  A-18  and  A-19,  excluding  the  tariffs  to  which  the  same  are  attached, 
are  as  follows: 

GRAND    RAPIDS  &  INDIANA  RAILWAY. 

Grand  Rapids  &  Indiana  Ry.  Local  freight  Tariff  G.  F.  D.  No.  1  and 
amendments.  Also  statement  showing  comparison  of  rates  on  the  first  six 
classes  from  Sturgis,  Michigan  to  various  points  in  Michigan  on  that  line  vs. 
Central  Freight  Association  scale  and  Illinois  distance  tariff  rates  for  like 
distances. 


GRAND   RAPIDS  &  INDIANA  RAILWAY. 


1 

2 

3 

4 

5 

6 

Sturgis  to  Rockford,  Mich.,  99  miles  

25 

22 

19 

12.5 

9 

7 

C  F  A.  scale,  99  miles 

24 

22 

19 

12  5 

9 

8 

Illinois  distance  tariff,  99  miles      

38.8 

31 

24.9 

18.8 

15 

12.4 

Sturgis  to  Reed  City,  Mich.,  153  miles  
C.  F.  A.  scale,  153  miles                      

32 
30 

27 
26 

20 
21 

16 
13.5 

11.5 
11 

9 
9 

Illinois  distance  tariff    153  miles 

45  6 

36  1 

28 

22  7 

18  2 

14  5 

Sturgis  to  Manton,  Mich.,  195  miles 

40 

35 

26 

18  5 

15 

11 

C  F  A  scale   195  miles 

33 

28  5 

22 

15 

12 

9  5 

Illinois  distance  tariff,  195  miles        

48  9 

39.5 

30  5 

24.4 

19.5 

15.9 

Exhibit  A-19. 

GRAND  TRUNK  RAILWAY. 

Grand  Trunk  Ry.  freight  tariff  G.  F.  D.  No.  851.  Also  statement  showing 
comparison  of  rates  on  the  first  six  classes  from  Port  Huron  to  various  points 
in  Michigan  on  that  line  vs.  Central  Freight  Association  scale  and  Illinois  dis- 
tance tariff  rates,  for  like  distances. 

Also  advice  from  the  Grand  Trunk  Ry.  Co.  under  date  of  May  11,  1905,  that 
the  rates  between  stations  on  their  line  in  the  State  of  Michigan  are  on  prac- 
tically the  C.  F.  A.  scale. 


60     . 


GRAND    TRUNK    RAILWAY 


1 

2 

3 

4 

5 

6 

Port  Huron  to  Shaftsburg,  Mich.,  100  miles  
C  F  A  scale   100  miles 

24 
24 

21 
22 

IT  , 
19 

11 
12 

8.5 
9 

7.5 

8 

Illinois  distance  tariff,  100  miles 

38  5 

31 

24  9 

18  8 

15 

12  4 

Port  Huron  to  Penfield,  Mich.,  153  miles  
C  F.  A.  scale,  153  miles 

28 
30 

24 
26 

20 
21 

13.5 
13  5 

10.5 
11 

8 
9 

Illinois  distance  tariff,  153  miles  

45.6 

36.1 

28 

22.7 

18.2 

14.5 

Port  Huron  to  Marcellus,  Mich.,  200  miles  
C  F  A  scale   900  miles 

30 
33 

26 
28  5 

20 

13.5 
15 

11 
12 

9 
9  5 

Illinois  distance  tariff,  200  miles  

48  9 

39  5 

30  5 

24.4 

19  5 

15.9 

GRAND  TRUNK   RAILWAY  SYSTEM. 

Lines  west  of  Detroit  and  St.  Clair  Rivers. 

Freight  Tariff  Bureau. 

CHICAGO,  ILL.,  May  11,  1905. 
In  Reply  Refer  to  File  No.  992. 

Mr.  H  C.  Barlow,  Mgr.  Chicago  Shippers'  Ass'n,  135  Adams  St.,  City: 

Dear  Sir:  Yours  9th  instant  to  Mr.  Hayes  referred  to  me.  Our  rates  be- 
tween stations  on  our  line  in  Michig-an  are  published  in  regular  tariff,  and  we 
do  not  carry  a  mileage  scale.  In  the  compiling  of  these  rates,  scale  basis  was 
used,  the  same  as  that  of  Central  Freight  Association  referred  to  by  you,  for 
part  of  our  line,  but  in  other  instances  we  use  Michigan  scale,  there  being 
some  slight  differences,  but  not  of  much  consequence. 

Yours  trulv, 

H.  C.  "MARTIN, 

Chief  of  Tariff  Bureau. 


Exhibit  D  to  the  original  petition  was  a  comparison  of  rates  in  force  in  Ill- 
inois, Iowa  and  Indiana,  and  was  substantiated  by  proper  exhibits  offered  in 
evidence,  and  is  as  follows; 

Exhibit  D. 

COMPARATIVE  SCHEDULE  OF  FREIGHT    RATES    IN  FORCE  IN  ILLINOIS,  INDIANA 

AND  IOWA. 

NOTE. — The  Illinois  Commissioners'  schedule  is  shown  for  Illinois  basis. 
The  Central  Traffic  Association  basis  is  shown  for  Indiana. 
The  Iowa  Commissioners'  schedule  is  shown  for  Iowa  basis. 


Miles. 

State  Basis. 

1 

9 

3 

4 

5 

6 

5 

Illinois  . 

13  16 

11  26 

9  40 

7  52 

6  01 

4  76 

Indiana  

7  50 

7  50 

7 

6 

4 

3 

Iowa  .                                        

14 

11  9 

9  34 

7 

4  9 

5 

10 

Illinois..              .             

15  04 

13  16 

11  28 

8  46 

6  76 

5.64 

Indiana. 

7  5 

7  5 

7 

6 

4  5 

3 

Iowa 

14  8 

12  58 

10  01 

7  4 

5  18 

5  3 

15 

Illinois- 

16  92 

15  04 

13  16 

9  4 

7  52 

6  58 

Indiana  

7  50 

7  5 

7  5 

5 

3.5 

Iowa  .              

15  6 

13  26 

10  4 

7  8 

5  46 

5  60 

20 

Illinois.. 

18  80 

16  92 

14  10 

10  34 

8  27 

7  05 

Indiana.              

7  5 

7  5 

7  5 

7 

5 

4 

Iowa..  . 

16.4 

13.94 

10.94 

8.2 

5.74 

5.8 

61 


Exhibit  D — Continued. 


Miles. 

State  Basis. 

1 

2 

3 

4 

5 

6 

95 

Illinois 

20  68 

18  80 

15  04 

11  28 

9  02. 

7  52 

Indiana. 

7  5 

7  5 

7  5 

7 

5  5 

4  5 

Iowa  

17 

14.45 

11.34 

8.5 

^5.9* 

6 

30 

Illinois.. 

22  56 

19  74 

15  98 

11  98 

9  58 

7  99 

Indiana  

7.5 

7.5 

7.5 

7 

6 

5 

1  owa.         .                                          

17  6 

14  96 

11  73 

8  8 

6  16 

6  2 

35 

Illinois  

24  44 

20.68 

16.92 

12  69 

1015 

8  46 

Indiana. 

8  5 

8  5 

8 

7  5 

6  5 

5  5 

40 

Iowa  
Illinois  . 

18.2 
26  32 

15.47 
21  62 

12.1 
17  86 

9.1 
13  16 

5.37 
10  52 

6.4 
8  92 

Indiana  

9  5 

9.5 

9 

8 

7 

6 

Iowa.                                                   

18  8 

15  98 

12  5 

9  4 

6  58 

6  6 

45 

Illinois..           

28  20 

22  56 

18  80 

13  63 

10  90 

9.40 

Indiana. 

10  5 

10  5 

10 

g 

7  5 

6 

Iowa  

19  4 

16  49 

13 

9  7 

6  79 

6.8 

50 

Illinois.. 

99  14 

23  50 

19  74 

14  10 

11  28 

9  64 

Indiara.               ... 

12 

11  5 

10  5 

8  5 

7  5 

6  5 

Iowa. 

20 

17 

13  34 

10 

7  05 

55 

Illinois.. 

30  08 

24  44 

20  68 

14  57 

11  65 

10  32 

Indiana. 

13 

12  5 

11  5 

9 

7  5 

6  5 

Iowa. 

20  4 

17  34 

13  6 

10  2 

7  14 

7.2 

60 

Illinois.. 

31  02 

25  38 

21  62 

15  04 

12  03 

10  58 

Indiana. 

14  5 

13 

12 

10 

7  5 

6  5 

Iowa  

20  8 

17.68 

13  87 

10  4 

7.28 

7.4 

65 

Illinois.. 

31  96 

26  3? 

22  56 

15  51 

12  40 

10  81 

Indiana  

15  5 

14 

13 

10 

7  5 

7 

Iowa. 

21  2 

18  2 

14  14 

10  6 

7  42 

7  6 

70 

Illinois  

32  90 

27  26 

23  03 

15  98 

12  78 

11  05 

Indiana. 

17 

15 

13  5 

10 

g 

7 

Iowa  

21  6 

18  36 

14  4 

10  8 

7  56 

7 

75 

Illinois- 

33  84 

28  20 

23  50 

16  45 

13  16 

Jl  28 

Indiana.     .             .   .             ... 

18 

16 

15 

10  5 

8 

7 

Iowa. 

22 

18  7 

14  67 

11 

7  7 

8 

80 

Illinois..                     

34  78 

29  14 

23  78 

16  92 

13  53 

11  51 

Indiana. 

19  5 

18  5 

17 

11 

8  5 

7  5 

Iowa  

22  4 

19  04 

14  94 

11  2 

7  84 

8  2 

85 

Illinois  

35  72 

29  61 

24  06 

17  39 

13  91 

11.75 

Indiana. 

21 

19 

17 

11  5 

8  5 

7  5 

Iowa. 

22  8 

19  38 

15  2 

11  4 

7  98 

8  4 

90 

Illinois  

31  66 

30  08 

24  34 

17  86 

14  28 

11  98 

Indiana 

22 

20 

17 

12 

9 

8 

Iowa  

23  2 

19  72 

15  47 

11  6 

8  12 

8.6 

95 

Illinois  . 

37  60 

30  55 

24  62 

18  33 

14  66 

12  22 

Indiana    ....                                     .... 

23 

22 

18 

12 

9 

8 

Iowa    

23  6 

90  06 

15  73 

11  8 

8  26 

8  8 

100 

Illinois  

38  54 

31  02 

24  90 

18  80 

15  04 

12  45 

Indiana 

24 

22 

19 

12  5 

9 

8 

Iowa  

?.4 

20  4 

36 

12 

8  4 

9 

110 

Illinois  . 

40  42 

31  96 

25  47 

19  55 

15  64 

12  93 

Indiana 

24  5 

22 

19  5 

12  5 

9 

g 

Iowa 

25  6 

21  38 

16  7 

12  66 

8  98 

9  7 

120 

Illinois  . 

42  30 

32  90 

96  03 

20  30 

16  24 

13  35 

Indiana  

25 

22 

19  5 

12  5 

9  5 

8 

[owa 

25  6 

21  38 

16  7 

12  66 

6  98 

9  7 

130 

Illinois  

42  34 

33  84 

26  60 

21  05 

16  84 

13  72 

Indiana     ... 

26 

23 

19  5 

13 

10 

8  5 

Iowa  .  . 

28.8 

23.34 

18.1 

13.98 

10.14 

11.1 

62 


Exhibit  D— Concluded. 


Miles. 

State  Basis. 

1 

2 

3 

4 

5 

6 

140 

Illinois  . 

44  18 

34  78 

27  16 

21  80 

17  44 

14  10 

Indiana  

27  5 

24 

20 

13 

10 

8  5 

Iowa 

30  4 

24  32 

18  8 

14  64 

10  72 

11  8 

150 

Illirois  .... 

45  12 

35  72 

27  72 

22  56 

18  04 

14  48 

Indiana  

28.5 

25 

20 

13  5 

10  5 

8  5 

Iowa 

32 

25  3 

19  5 

15  3 

11  3 

12  5 

16C 

Illinois 

46  06 

36  47 

28  29 

22  93 

18  34 

14  76 

Indiana                               .  . 

30 

26 

21 

13  5 

11 

9 

Iowa  

33.6 

26.28 

20.2 

15  96 

11  88 

13  18 

170 

Illinois  .        .          

46  81 

37  22 

28  85 

23  31 

18  64 

15  04 

Indiana    

31 

26.5 

21  5 

14 

11 

9 

Iowa                       

35  2 

27  26 

20  9 

16  62 

¥>  46 

13  86 

180 

Illinois  .              

47  56 

37  97 

29  42 

23  68 

18  95 

15  37 

Indiana 

31  5 

97 

21  5 

14 

11  5 

9 

Iowa                       

36  8 

28.24 

21  6 

17  28 

13  01 

14  54 

190 

Illinois  

48  32 

38.72 

29  98 

24  06 

19  25 

15  65 

Indiana 

32 

28 

22 

14  5 

11  5 

9  5 

Iowa  

38.4 

29.22 

22.3 

17  94 

13  62 

15.22 

200 

Illinois  . 

48  88 

39  48 

30  54 

24  44 

19  55 

15  98 

Indiana  

33 

28  5 

92 

15 

12 

9  5 

Iowa 

40 

30  2 

K3 

18  6 

14  2 

15  9 

210 

Illinois.              ... 

49  53 

40  04 

31  02 

24  61 

19  85 

16  17 

Indiana 

34 

29  5 

22  5 

15 

12  5 

10 

Iowa 

41  6 

31  18 

23  7 

19  24 

14  78 

16  56 

220 

Illinois  ..-  

50  19 

40  60 

31  49 

25  19 

20  15 

16  36 

Indiana 

35 

30 

22  5 

15 

13 

10 

Iowa  

43  2 

32  16 

24  4 

19  88 

15  36 

17.22 

230 

Illinois  

50  85 

41.17 

31  96 

25  56 

20  45 

16  45 

Indiana 

35  5 

30  5 

23 

15  5 

13 

10  5 

Iowa 

44  8 

33  14 

25  1 

20  52 

15  94 

17  88 

240 

Illinois  

51  51 

41  73 

32  43 

25  94 

20  75 

16  73 

Indiana  

36 

31 

23 

16 

13 

10  5 

Iowa                                    

46  4 

34  12 

25  8 

21  16 

16  52 

18  54 

250 

Illinois  

52  17 

42  30 

32  90 

26  32 

21  05 

16  92 

Indiana 

37 

32 

23  5 

16 

13  5 

10  5 

Iowa  ..        

48 

35  1 

26  5 

21  8 

17  1 

19  2 

275 

Illinois  . 

54  14 

43  99 

34  31 

27  44 

?1  95 

17  48 

Indiana 

38  5 

33 

24  5 

16  5 

14 

11 

Iowa 

52  8 

38  4 

28  6 

23  72 

18  84 

21  18 

300 

Illinois  . 

55  46 

4-j  12 

35  25 

28  20 

22  56 

17  86 

Indiana  

40 

34 

25 

17 

14  5 

11.5 

Iowa 

56 

40 

30 

25 

20 

22  5 

•  325 

Illinois  

57  34 

47 

37  13 

29  32 

23  46 

18  80 

Indiana 

41 

35 

26 

18 

15 

12 

Iowa 

57  5 

41  5 

31  5 

26  5 

21  5 

24 

350 

Illinois 

58  28 

47  94 

38  07 

29  89 

93  91 

19  27 

Indiana 

42 

36 

27 

18  5 

15  5 

13 

Iowa  

58  5 

42.5 

32.5 

27  5 

22.5 

25 

375 

Illinois  . 

59  22 

48  88 

39  01 

24  36 

19  74 

17  86 

Indiana         

43 

36  5 

27  5 

19  . 

16  5 

13.5 

Iowa 

60 

44 

34 

29 

24 

26  5 

400 

Illinois  . 

60  16 

49  82 

39  48 

31  02 

24  81 

20.12 

Indiana  
Iowa 

44 
61 

37.5 
45 

28.5 
35 

19.5 
30 

17 
25 

14 

27.5 

425 

Illinois  . 

61  10 

50  57 

40  42 

31  77 

25  41 

20  68 

Indiana  ... 

44  5 

38  5 

29 

20  5 

17  5 

14  5 

Iowa 

62  5 

46  5 

36  5 

31  5 

26  5 

29 

The  rates  shown  in  the  preceding-  exhibit  for  the  state  of  Iowa  are  governed 
by  the  schedule  of  reasonable  maximum  rates  of  charges  as  made  by  the  Rail- 
road Commissioners  of  Iowa 

Said  schedule  was  offered  in  evidence  in  the  1902  hearing-  as  Exhibit  2  It 
was  contended  by  some  of  the  witnesses  for  respondents  that  this  schedule 
has  had  the  effect  of  reducing-  the  number  of  manufactories  in  Iowa. 

Exhibit  101  being-  the  Census  Bulletin  issued  by  the  government,  sho_ws  the 
number  of  manufacturing-  establishments  in  Iowa,  in  1890,  was  7,440.  while 
in  1900  there  were  14.819,  an  increase  of  99.2  per  cent. 

Exhibit  102  being-  Census  Bulletin  issued  by  the  g-overnment,  shows  sta- 
tistics for  Illinois.  In  1890  there  were  20,482  manufacturing-  establishments 
in  Illinois,  as  compared  with  38,360  in  1900.  being  an  increase  of  87*3  percent, 
showing  that  between  1890  and  1900,  manufacturing  establishments  in  Iowa 
increased  in  larger  proportion  than  in  Illinois. 

Exhibit  25.  consisting  of  a  tariff,  shows  that  the  distance  from  Richmond  to 
Knightsville.  Indiana.,  is  123  miles. 

The  Indiana  rate,  as  disclosed  by  the  tariff,  for  the  first  five  classes,  is  as 
follows: 

31  26.50  21.50  14  11 

The  Illinois  Commissioners'  schedule  for  the  same  distance,  for  the  first  five 
classes  is: 

42.77  33.37  26.32  20.68  16.50 

Richmond  to  Terre  Haute.  140  miles:  Indiana  rate  for  the  first  five  classes 
is  as  follows: 

31  26.50  21.50  14  11 

Illinois  Commissioners'  schedule  for  the  same  distance,  for  the  first  five 
classes  is  as  follows: 

44.18  34.74  27.16  21.80  17.44 

Petitioners'  exhibit  64  consists  of  various  expense  bills  over  the  Panhandle, 
Big  Four  and  Monon  route,  showing  shipments  entirely  within  the  state  of 
Indiana,  and  a  comparison  made  therewith  of  the  Commissioners'  schedule  in 
Illinois  and  the  rates  for  the  same  distance  under  the  C.  F.  A.  scale,  as 
follows: 


Miles. 

Illinois 
rate. 

Indiana 
rate. 

C.  F.  A. 

scale. 

South  Bend  to  Anderson 

126 

42  77 

26  50 

26 

Richmond  to  Anderson  

48 

23  50 

11  50 

12 

Indianapolis  to  Goshen 

146 

44  65 

28  05 

28  50 

Goshen  to  Anderson  

100 

38  54 

24 

24 

Daleville  to  Indianapolis  (1^>  first-class) 

45 

42  60 

15 

15  75 

Indianapolis  to  Anderson 

35 

24  44 

18 

Salem  to  Indianapolis      

195 

48.59 

33 

33 

Exhibit  66  consists  of  a  letter  from  the  agent  of  the  Pennsylvania  Company 
at  Vincennes,  Indiana,  quoting  class  rates    from  Yincennes  to    Spencer,  Indi- 
ana, a  distance  of  64  miles,  for  the  first  five  classes,  as  follows: 
15.50  14  13  10  7.50 

Illinois  distance  tariff  for  the  same  distance  is: 

31.96  26.32  22.56  15.51          12.40 

The  C.  F.  A.  scale  is  the  same  as  the  Indiana  rate  named  in  this  letter. 

Exhibit  51  consists  of  expense  bills  of  the  Illinois  Central,  Chicago  &  Alton 
and  Wabash,  showing  that  from  Chicago  to  Springfield,  a  little  less  than  the 
Commissioner's  schedule  is  charged,  while  from  Bloomington  to  Springfield, 
the  full  schedule  is  charged. 

The  distance  from  Chicago  to  Springfield  is  185  miles,  and  the  rate  charged 
on  first-class  is  47  cents.  The  distance  from  Indianapolis  to  Springfield  is  197 
miles,  and  the  rate  charged  is  18, "^  cents. 

Exhibit  68  consists  of  a  postal  card  from  the  agent  of    the  L.  E.  &  W.  Rail- 
road Company  at  Ft.  Wayne,  quoting  class  rates  from  Fort  Wayne    to  Royer- 
ton,  both  in  Indiana,  the  distance  being  60  miles,  and  is  as  follows: 
29  ,19  15  10  8 

The  Illinois  rate,  for  the  same  distance  is  as  follows: 
31.02  25.38  21.62  15.04  12.03 


Exhibit  70  consists  of  expense  bill  of  the  E.  &  T.  H.  R.  R.  Co.  on  shipment 
of  nuts  from  Evansville  to  Terre  Haute,  109  miles,  showing-  the  Indiana  rate 
to  be  18  cents,  whereas  the  C.  F.  A.  scale  is  24.50  and  the  Illinois  rate  is 
40.42. 

Exhibit  69  consists  of  a  letter  from  the  agent  of  the  Pennsylvania  Company 
at  Ft.  Wayne.  Indiana,  quoting  rates  from  Ft.  Wayne  to  Richmond,  92  miles, 
and  from  Ft.  Wayne  to  Bourbon,  Indiana,  53  miles,  and  as  compared  with  the 
Illinois  rates,  is  as  follows: 


Ft.  Wayne  to  Richmond: 
Indiana  rate          .                           ..... 

23 

22 

18 

12 

9 

Illinois  rates  for  same  distance 

37  60 

30  55 

24  62 

18  33 

14  66 

Ft.  Wayne  to  Bourbon  : 
Indiana  rates 

17 

15 

13  5 

10 

8 

Illinois  rates  for  same  distance  

30.08 

24.44 

20  68 

14  57 

11.65 

A  reference  to  page  37  of  the  tariff  of  the  Michigan  Central,  introduced  as 
Exhibit  A-ll  shows  a  comparison  of  that  tariff  applying  locally  between 
stations  in  Michigan,  on  the  Michigan  Central,  versus  the  C.  F.  A.  scale  and 
Illinois  distance  tariff  rates  for  like  distances.  The  part  of  said  Exhibit 
A-ll  \vhich  has  reference  to  local  rates  in  Michigan  is  as  follows: 

MICHIGAN  CENTRAL  R.  R. 


Miles. 

1 

2 

3 

4 

5 

6 

Detroit  to  Ann  Arbor  . 

37 

16 

14 

12 

9 

7  5 

5 

C.  F.  A.  scale  

37 

9.5 

9.5 

9 

8 

7 

6 

Illinois  distance  tariff                         .   . 

37 

26  3 

21  6 

17  8 

13.2 

10  5 

8  9 

Michigan  distance  tariff  

37 

18 

15 

11 

9 

6 

Detroit  to  Jackson 

76 

19 

17 

15 

10  5 

8 

7 

C.  F.  A.  scale  

76 

19.5 

18.5 

17 

11 

8.5 

7.5 

Illinois  distance  tariff 

76 

34  8 

29  1 

23  8 

16  9 

13  5 

11.5 

Michigan  distance  tariff  

76 

24 

21 

17 

11 

8.5 

7.5 

Detroit  to  Kalamazoo 

144 

30 

26 

20 

13  5 

11 

9 

C.  F.  A.  scale 

144 

28.5 

25 

20 

13.5 

10.5 

8.5 

Illinois  distance  tariff 

14* 

44  6 

35  2 

27  4 

22  2 

17  7 

14.03 

Michigan  distance  tariff         

144 

30 

26 

20 

15 

11 

9 

Detroit  to  N  iles  

192 

30 

26 

20 

13.5 

11 

9 

C    F.  A.  scale                              

'192 

33 

28  5 

22 

15 

12 

9.5 

Illinois  distance  tariff  

192 

48.6 

39.1 

30.3 

24.2 

19.4 

15.8 

Michigan  distance  tariff  

192 

39 

33 

25 

19 

14 

11 

Exhibit  B  which  will  be  found  on  page  29  of  the  original  printed  petition 
filed  in  this  case,  and  which  was  substantiated  by  tariffs  afterwards  intro- 
duced in  evidence  on  the  hearing,  is  as  follows: 

Exhibit  B. 

A    COMPARISON    OF    KATES   FROM    CHICAGO    TO    INDIANA    AND     ILLINOIS     POINTS     ON 
BOTH    SIDES    OF    STATE    LINE. 


Miles. 

1st. 

2d. 

3d. 

4th. 

5th. 

6th. 

Goodland,  Indiana  

85 

25 

22 

19.5 

12.5 

9.5 

7.5 

Woodland,  Illinois 

82 

30 

25 

20 

13 

12.5 

10.5 

Onarga,  Illinois  

85 

35.72 

29.61 

24.06 

17.39 

13.91 

11.75 

Illinois  distance  tariff  
Oxford,  Indiana... 

85 
103 

35.72 
30 

29  61 
25 

24.06 
20 

17.39 
13 

13.91 
10 

11  75 

8.5 

Kossville,  Illinois.     .      .             .... 

105 

30 

25 

20 

13.5 

12.5 

10.5 

Paxton,  Illinois 

103 

39  48 

31  49 

25  19 

19  17 

15.34 

12.69 

Illinois  distance  tariff 

105 

39  48 

31  49 

25  19 

19  17 

15  34 

12.69 

65 


Exhibit  B—  Concluded. 


Miles. 

1st. 

2d. 

3d. 

4th. 

5th. 

6th. 

Rob  Roy,  Indiana  

124 

30 

25 

20 

13.5 

10.5 

9 

Danville,  Illinois 

124 

30 

25 

20 

13  5 

'12  5 

10  5 

Champaign,  Illinois  .  .  '  
Illinois  distance  tariff  

127 
127 

43.24 
43.24 

33.84 
33.84 

26.6 
20.6 

20 
21.05 

16 

16.84 

13.72 
13.72 

Hillsdale,  Indiana  

155 

31.5 

27 

21.5 

14 

11.5 

9 

\llerton,  Illinois                               

151 

40 

30.5 

12.5 

15.7 

14 

13 

Tuscola    Illinois 

150 

45  12 

35  72 

27  72 

20 

17    . 

14  48 

Illinois  distance  tariff  

150 

45.12 

35.72 

27.72 

22.56 

18.04 

14.48 

Terre  Haute,  Indiana  

178 

31.5 

27 

21.5 

14 

11.5 

9 

Bourbon,  Illinois 

180 

40 

30  5 

23  5 

15.7 

14 

13 

^Etna,  Illinois  

179 

47 

38 

29 

20 

17 

15 

Illinois  distance  tariff 

180 

47.56 

37.97 

29.42 

23.68 

18.95 

15.37 

Vincennes,  Indiana  

235 

37 

32 

23.5 

16 

13.5 

10.5 

Tonti,  Illinois 

238 

51  51 

41  73 

32 

25 

20 

16  73 

Illinois  distance  tariff  

238 

51.51 

41.73 

32.43 

25.94 

20.75 

16.73 

Evansville,  Indiana 

287 

40 

34 

25 

17 

15 

12 

DuQuoin,  Illinois  

288 

54.8 

44.55 

34.78 

25 

22.25 

17.67 

Illinois  distance  tariff  

288 

54.8 

44.55 

34.78 

27.82 

22.25 

17.67 

Exhibit  A  to  the  petition  of  the  Quincy  Freight  Bureau,  dated  July  8,  1902, 
which  will  be  found  on  page  2  of  the  printed  copy  of  intervening  petitions, 
makes  a  comparison  between  rates  of  shipments  entirely  within  the  State  of 
Indiana,  as  compared  with  the  Illinois  distance  tariff,  and  is  as  follows: 

Exhibit  A. 

PENNSYLVANIA  R.  R.  (P.  C.  C.  C.  &  ST.  L.  R.  R.) 
Local  distance'f  reight  tariff  from  Richmond,  Ind,,  compared  with  Illinois  rates. 


Miles 

CLASSES. 

1 

2 

3 

4 

5 

6 

To  Centerville,  Ind  

6 

6 

15 
15 

29 
30 

34 
35 

47 

50 

51 
55 

57 
60 

68 
70 

107 
110 

123 

125 

140 
140 

7.5 
13.16 

7.5 
16.92 

7.5 
22.56 

8.5 
24.44 

12 
29.14 

13 
30  08 

14.5 
31.02 

17 
32.90 

28.5 
40  42 

31 
42.77 

31 
41.18 

7.5 
11.28 

7.5 
15.04 

7.5 
19.74 

8.5 
20.68 

11.5 
23.50 

12.5 
24.44 

13 

25.38 

15 

27.26 

25 
31.96 

26.5 
33.37 

26.5 
34.78 

7 
9.40 

7.5 
13.16 

7.5 
15  98 

8 
16.92 

10  .5 
19.74 

11.5 

20.68 

12 
21.62 

13.r, 
23.03 

20 
25.47 

21.5 
26.32 

21.5 
27.16 

6 
7.52 

7 
9.40 

7 
11.98 

7.5 
12.69 

8.5 
14.10 

9 
14  57 

10 
15.04 

10 
15.98 

13.5 

19.55 

14 
20.68 

14 

2i.80 

4 
6.01 

5 
7.52 

6 
9.58 

6.5 
10.15 

7.5 
11.28 

7.5 
11.65 

7.5 
12.03 

8 
12.78 

10.5 
15.64 

11 
16.54 

11 
17.44 

3 
4.70 

3.5 
6.58 

5 
7.99 

5.5 

8.46 

6.5 
9.64 

6.5 
10  32 

6.5 
10.58 

7 
11.05 

8.5 
12.93 

9 
13.54 

9 
14.10 

Illinois  distance  tariff 

To  Cambridge  City,  Ind. 

Illinois  distance  tariff  
To  Dunreith,  Ind  

Illinois  distance  tariff  
To  Knightstown,   Ind  

Illinois  distance  tariff      .          *  

To  Greenfield,    Ind  
Illinois  distance  tariff 

To  Philadelphia,  Ind  
Illinois  distance  tariff 

To  Cumberland,  Ind  

Illinois  distance  tariff  
To  Indianapolis,  Ind. 

Illinois  distance  tariff 

To  Greencastle,  Incl. 

Illinois  distance  tariff  
To  Knightsville,   Ind. 

Illinois  distance  tariff  
To  Terre  Haute,  Ind. 

Illinois  distance  tariff  

5-  R  W 


INTERSTATE  RATES  AS  COMPARED  WITH  ILLINOIS  COMMISSIONERS'  SCHEDULE. 

The  evidence  of  witnesses  called  for  the  respondents  is  that  interstate  rates 
or  joint  tariffs  made  with  roads  operating-  in  other  states,  in  connection  with 
the  roads  operating  in  Illinois,  are  voluntarily  made  and  that  the  proportion 
of  the  freight  accruing  to  the  Illinois  road  is  fixed  by  agreement  between  the 
two  roads.  It  must  therefore  be  borne  in  mind  that  the  interstate  rates,  as 
indicated  by  the  exhibits  hereafter  shown,  are  the  voluntary  act  of  the  rail- 
road company  and  the  testimony  of  the  various  witnesses  for  repondents 
shows  that  no  freight  is  carried  in  Illinois  by  the  Illinois  railroads  at  a  loss. 

Exhibit  71  consists  of  expense  bills  of  the  T.  H.  &  I.  R.  R.  Co.  and  shows 
the  rate  on  nails  from  Indianapolis,  Indiana  to  Oakland,  Illinois,  167  miles,  to 
be  14  cents,  while  the  rate  from  Decatur,  Illinois  to  Oakland,  over  the  same 
line,  a  distance  of  56  miles,  is  12  cents. 

Exhibit  75  consists  of  expense  bills  on  the  Big  Four  Railroad,  showing  that 
the  rate  on  nails.  Indianapolis  to  Urbana,  Illinois,  116  miles,  is  11  cents, 
while  from  Decatur  to  Urbana,  46  miles,  the  rate  is  13  cents. 

Exhibits  91  and  93  consist  of  tabulated  statements  showing  the  rates  on 
various  commodities  in  the  grocery  business,  from  Chicago  to  certain  points 
in  Illinois,  and  to  other  points  in  Indiana,  immediately  opposite  said  Illinois 
towns,  and  are  as  follows: 


<D    o  T3    CC 

S8I.S 


67 

Per  cent... 


Carmi.  111.— 
283  miles... 


OO  CO  00  <£>  OO  OO  00  OC  00  OS  to  OO  CO  00  <£  00  '<&  OO  OO  OO  OO 
M  Cg  CM  O  CO  CM  CO  -M  JO  7\l  co  r^-J  ^1  'M  ''Nl 

vs  m  »ft  eg  eg  -*  ?j  -a.  SM  i* Vj .  -  ri  cc  co 


Mt.  Vernon,    Ind.— 
306  miles 


Per  cent  i    g  :J 


Grayville,    111.- 
267  miles 


Ste wartsville.  Ind.—  : 
278  miles... 


:3   - 


Percent  .............. 


Mt.  Carmel,  111.- 
251  miles  ........... 


Princeton,    Ind. 
260  miles... 


Percent 


Robinson.  111.— 
206  miles 


Sullivan,   Ind. 
204  miles 


Percent 


\N 


Marshall  J'ct.,    Ill-     S8«S^SSS3'95a5S8 
176  miles ««Jo»!fi»»S»2222 

&l  T— (  — f  I-H  C^J  CO  C^J  ^  "^  i-H  T-H 


[IS«3?S5 

f»CD< 


Terre  Haute,    Ind.— 
178  miles  ........... 


Per  cent. 


Chrisman,   111.- 
148  miles... 


eg      o-i 


Hillsdale,  Ind. 
155  miles 


• 

o  ; 


68 


a 

•<  .5 
o  55 
—  — 


12  o 


3  % 

.£"o 


^      S3 


S  I 

2  I 


®  S 


<D 


^  s 
SS, 


HH 


Per  cent  .......... 


DuQuoin,    111. — 

288  miles 


Evansvijle,    Ind 
287  miles.... 


Percent  .......... 


Tonti,    111.  —  238 
miles 


>  OS  -^  -^  -^  *«*< 

i  i-i  ic  ic  co  co 


Vincennes,   Ind. 
235  miles.... 


Per  cent 


yKtna,   111.  —  179 
miles  .. 


Terre  Haute,  Ind. 
178  miles  ........ 


Percent  .......... 


Tuscola,  111.—  149 
miles  ........... 


^ss  s  35  s  £  8 


IM  i.^  eg  c\i  cvi  o<i  M  c^nre      (M      vi      co      ICC^IIMW 

t^-t^-T—  it—  t—  t^-^Sr^t^-         L'-         C—         t—         C^T-HI-HL— 

r~  ic  >c  t-  ic  t-^  ic.  icr  »c  o  ic 
• 


Hillsdale,  Ind.—     -i^-J-t--,^-;^, 
155  miles....        !    W-WW'NW«^, 


Per  cent. 


Champaign  ,  111.  — 
127  miles  ........ 


Rob  Roy,  Ind  — 
124  miles.... 


Percent  .......... 


Paxton,  111.  -  103:    Ss529'a95SS55l553S;SSw39SSl 
miles...  i^5?»? 


Oxford,  Ind.-103 
miles 


Percent. 


Onarga,  111.  —  85 
miles  ......  ;  ____ 


Goodland,  Ind.— 
85  miles  ........ 


OS  N  10  OS  M  Oi  1C  1C  05  OS  OS  05 
i^  —  W  1-1  M  T-C  C^J  CM      i-H 


1  C^J  N  10  M  1C  1C  OS*  Oi 
T-I  CM  1-1  T-H  IM  C^l  TH  ^H 


69 


Exhibit  76  consists  of  17  expense  bills  of  the  L.  E.  &  W.  Railroad  Co  show- 
ing- shipments  of  bridge  iron  from  Muncie,  Ind.  to  various  points  in  Illinois. 

The  first  one  shows  thaL  the  rate  charged  from  Muncie,  Ind.  to  Bayliss,  111., 
is  14  cents;  the  rate  from  Decatur  to  Bayliss  is  20.31.  It  is  117  miles  from 
Decatur  to  Bayliss  and  319  miles  from  Muncie  to  Bayliss.  The  Lake  Erie  and 
the  Wabash  make  a  haul  of  195  miles  in  the  State  of  Illinois.  These  expense 
bills  show  that  they  do  that  for  14  cents  from  Muncie  and  they  charge  20.31 
from  Decatur. 

The  second  is  a  shipment  from  Muncie  to  Poplar  City,  111.  The  distance  is 
290  miles,  rate  14  cents.  The  rate  from  Decatur  to  the  same  point  is  16.45. 

The  next  is  a  shipment  from  Muncie  to  Latham,  111.,  a  distance  of  205  miles. 
The  rate  is  13  cents.  From  Decatur  to  Latham,  15  miles,  the  rate  is  12.69. 

The  next  is  from  Muncie  to  Kelsey,  111.,  a  distance  of  302  miles.  The  rate 
is  14  cents,  while  from  Decatur  to  Kelsey  the  rate  is  16.45. 

The  next  is  from  Muncie,  Ind.  to  Mason  City,  111.  The  rate  is  14  cents, 
while  the  rate  from  Decatur  to  the  same  point  is  15.04. 

The  next  is  from  Muncie  to  Chestnut,  111.  The  rate  is  13  cents,  while  the 
rate  from  Decatur  to  Chestnut  is  12.69. 

From  Muncie  to  Pana.  111.,  251  miles,  the  expense  bill  shows  the  rate  to  be 
14  cents,  while  from  Decatur  to  Pana,  a  distance  of  32  miles,  the  rate  charged 
is  12.69. 

From  Muncie  to  Williamsville,  111.,  the  distance  is  272  miles  and  the  rate  is 
14  cents,  while  from  Decatur  to  Williamsville,  51  miles,  the  rate  is  15.04. 

From  Muncie  to  Princeville,  111.,  282  miles,  the  rate  is  14  cents,  while  from 
Decatur  to  Princeville,  122  miles,  the  rate  is  20.68. 

From  Muncie  to  Herman,  111.,  201  miles,  the  rate  is  13  cents,  while  from 
Decatur  to  Herman.  11  miles,  the  rate  is  8.46. 

From  Muncie  to  Hartsburg,  III.,  235  miles,  the  rate  is  10  cents,  while  from 
Decatur  to  Hartsburg,  41  miles,  the  rate  is  8.46. 

From  Muncie  to  Mt.  Joy,  111.,  241  miles,  the  rate  is  13  cents,  while  from 
Decatur  to  Mt.  Joy,  42  miles,  the  rate  is  13.63. 

Exhibit  51  consists  of  expense  bills  showing  that  the  charge  on  first-class 
freight  from  Chicago  to  Springfield,  a  distance  of  185  miles,  is  47  cents,  while 
from  Indianapolis  to  Springfield,  197  miles,  the  rate  is  18  \4  cents. 

Exhibit  A-7,  omitting  the  tariff  forming  a  part  thereof,  is  as  follows: 

Exhibit  A-7. 
ILLINOIS  CENTRAL  R.  R. 

Indiana,  Decatur  tfe  Western  Ry.  joint  freight  tariff  No.  568,  and  amendments. 
Also  statement  showing  comparison  of  rates  on  the  first  six  classes  from  Indi- 
anapolis to  points  in  Illinois  on  the  Illinois  Central  R  R.  vs.  Central  Freight 
Association  scale  and  Illinois  distance  tariff  rates  for  like  distances.  Also 
comparison  with  the  rates  from  Chicago  to  same  points. 

ILLINOIS    CENTRAL    R.    R 


Miles. 

1 

2 

3 

4 

5 

6 

Indianapolis  to  Champaign  
C  F  A  scale  . 

118 
118 

31 
25 

26.5 
22 

21.5 
19  5 

14 
12  5 

11 
9  5 

9 
8 

Illinois  distance  tariff  

118 

42 

32.9 

26 

20.3 

16.2 

13.3 

Chicago  to  Champaign  

Indianapolis  to  Bloomington  
C.  F.  A.  scale  

127 

166 

166 

43.3 

31.5 
31 

38.8 

27 
26.5 

26.6 

21.5 
21.5 

20 

14 
14 

16 

11.5 
11 

13.7 

9 
9 

Illinois  distance  tariff 

166 

46  8 

37  2 

28  8 

22  3 

18  6 

15 

Chicago  to  Bloomington  
Indianapolis  to  Litchfield 

126 

207 

43.2 

37 

33.8 
32 

26.6 
23  5 

21.1 
16 

16.8 
13  5 

13.7 
10  5 

C   K  A    scale 

207 

34 

29  5 

22  5 

15 

12  5 

10 

Illinois  distance  tariff  
Chicago  to  Litchfield                        

207 
235 

49.5 
47 

40 

38 

31 

29 

24.8 
20 

19.8 
17 

16.2 
15 

Indianapolis  to  LaSalle  
C.  F  A.  scale 

226 

226 

40 
35  5 

32 
30  5 

24 
23 

18 
15  5 

14 
13 

12 
10  5 

Illinois  distance  tariff 

226 

50  8 

41  2 

32 

25  5 

20  5 

16  5 

Chicago  to  LaSalle    

99 

35 

25 

18 

14 

13 

12 

70 


Exhibit  A-8,  exclusive  of  the  tariff  forming  a  part  thereof,  is  as  follows: 

Exhibit  A-8. 

CHICAGO  &  ALTON  RAILROAD. 

Indiana,  Decatur  &  Western  Ry.  Joint  Freight  Tariff  No.  995.  Also  state- 
ment showing  comparison  of  rates  on  the  first  six  classes  from  Indianapolis 
to  points  in  Illinois  on  the  C.  &  A.  R.  R.  vs.  Central  Freight  Association  scale 
and  Illinois  distance  tariff  rates  for  like  distances.  Also  comparison  with 
rates  from  Chicago  to  same  points. 

c.  &  A.  R.  R. 


Miles. 

1 

2 

3 

4 

5 

6 

Indianapolis  to  Braceville 

165 

31  5 

27 

21  5 

14 

11  5 

9 

C.  F.  A.  scale  

165 

31 

26.5 

21  5 

14 

11 

9 

Illinois  distance  tariff             

165 

46  4 

36  8 

28  6 

23  1 

18  5 

14  9 

Chicago  to  Braveville  . 

61 

32 

26  3 

22  6 

15  5 

12  4 

10  8 

Indianapolis  to  Streator 

190 

31  5 

27 

21  5 

14 

11  5 

9 

C.  F.  A.  scale  

190 

32 

28 

22 

14  5 

11  5 

9  5 

Illinois  distance  tariff          .             

190 

48  3 

38  7 

30 

24 

19 

15  6 

Chicago  to  Streator 

94 

35 

25 

18   • 

14 

13 

12 

Indianapolis  to  Peoria 

211 

31  5 

27 

21  5 

14 

11  5 

9 

C.  F.  A.  scale     

211 

34 

29.5 

22  5 

15 

12  5 

10 

Illinois  distance  tariff 

211 

50  2 

40  6 

31  5 

25  2 

20  2 

16  4 

Chicago  to  Peoria 

150 

40 

32 

24 

13 

10 

g 

Indianapolis  to  East  St.  Louis 

242 

37 

32 

23  5 

16 

13  5 

10  5 

C  F  A   scale 

242 

37 

32 

23  5 

16 

13  5 

10  5 

Illinois  distance  tariff 

242 

52  2 

42  3 

32  9 

26  3 

21 

16  9 

Chicago  to  East  St.  Louis  

281 

47 

38 

29 

23 

38 

15 

Exhibit  A-13,  exclusive  of  the  tariff  forming  a  part  thereof,  is  as  follows: 

Exhibit  A-13. 

A  schedule  showing  the  current  merchandise  rates  from  Cincinnati,  Ohio, 
and  Indianapolis,  Indiana,  to  the  various  points  in  Illinois  used  in  these 
exhibits,  and  authenticated  and  confirmed  by  the  C.  C.  C.  &  St.  L.  Ry.  Co..  on 
April  18,  1905. 

*CLASS  RATES  IN  CENTS  PER  100  POUNDS,  IN  EFFECT    APRIL  14.  1905. 


From 
Cincinnati,  Ohio, 
on 
Classes. 

To 
Illinois 
Points 
Below. 

trom 
Indianapolis,  Ind., 
on 
Classes 

1 

2 

3 

4 

5 

6 

1 

2 

3 

4 

5 

6 

40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
55 
55 
40 
43 
43 
40 
40 

34 
34 
34 
34 
34 
34 
34 
34 
34 
34 
34 
34 
34 
50 
50 
34 
36.5 
36.5 
34 
U 

25 
25 
25 
25 
25 
25 
25 
25 
25 
25 
25 
25 
25 
40 
40 
25 
27.5 
27.5 
25 
25 

17 
17 
17 
17 
17 
17 
17 
17 
17 
17 
18 
17 
17 
29 
29 
17 
19 
19 
18 
18 

15 
15 
15 
15 
15 
14.5 
15 
15 
15 
15 
15 
15 
15 
24 
24 
15 
16 
16 
15 
15 

12 
12 
12 
12 
12 
11.5 
12 
12 
12 
12 
12 
12 
12 
19.5 
19.5 
12 
13 
13 
12 
12 

Effingham 

31.5 
31.5 
31 
31.5 
31.5 
31.5 
37 
35 
37 
31.5 
40 
37 
37 
52 
52 
37 
40 
40 
31.5 
31.5 

27 
27 
26.5 
27 
27 
27 
32 
30 
32 
27 
32 
32 
32 
47 
47 
32 
32 
32 
27 
27 

21.5 
21  5 
21.5 
21.5 
21.5 
21.5 
23.5 
22.5 
23.5 
21.5 
24 
23.5 
23.5 
37 
37 
23.5 
24 
24 
21.5 
21.5 

14 
14 
14 
14 
14 
14 
16 
15 
16 
14 
18 
16 
16 
26 
26 
16 
18 
18 
14 
14 

11.5 
11.5 
11 
11.5 
11.5 
11.5 
13.5 
13 
13.5 
11.5 
14 
13.5 
13.5 
21 
21 
13.5 
14 
14 
11.5 
11.5 

9 
9 
9 
9 
9 
9 
10.5 
10 
10.5 
9 
12 
10.5 
10.5 
17 
17 
10.5 
12 
12 
9 
9 

Newton 

Champaign 

.     Decatur 

Bloomington 

Mattoon 

Litchfield 

Pana 

....        ..          Mt.  Vernon 

Peoria 

LaSalle              ..     .. 

.  Springfield 

Salem         

..             Freeport 

Dixon 

Centralia 

...        ..        Lombardville 

Elmwood 

Streator 

...        ,.            Braceville 

Governed  by  the  official  classification. 


71 

CHICAGO  SHIPPERS'  ASSOCIATION. 

CHICAGO,  April  13,  1905. 
Mr.  C.  J.  Brister,  Ass't  O.  F.  A.,  C.,  C.,  C.  &  St.  L.  Ry.,  Cincinnati,  Ohio. 

Dear  Sir: — If  I  am  not  intruding'  on  your  kind  offices,  I  would  like  to  have 
the  rates  from  Cincinnati  and  Indianapolis  to  points  in  Illinois,  named  below, 
on  the  six  classes: 

Effing-ham,  111. 

Newton,  111. 

Champaign,  111. 

Decatur,  111. 

Blooming-ton,  111. 

Mattoon,  111. 

Litchfield,  111. 

Pana,  111. 

Mt.  Vernon,  111. 

Peoria,  111. 

LaSalle,  111. 

Springfield,  111. 

Salem,  111. 

Freeport,  111. 

Dixon,  111. 

Centralia,  111. 

Lombardville,  111. 

Elmwood,  111. 

Streator,  III. 

Braceville,  111. 

I  very  much  desire  this  information  and  will  appreciate  your  kindness  in 
this  matter.  Thanking-  you  in  advance  for  the  courtesy,  I  am, 

Yours  very  truly, 

H.  C.  BARLOW,  Manager. 


"BiG  FOUR  ROUTE." 

THE     CLEVELAND,     CINCINNATI.      CHICAGO     &     ST.      LOUIS     BY.     CO. 

Traffic    Department. 

CHICAGO,  April  18,  1905, 
Mr.  H.  C.  Barlow,  Mgr.  Chicago  Shippers  Ass'n. 

1213  Merchants  Loan  &  Trust  Bldg-.,  Chicago,  111. 

DEAR  SIR — I  return  herewith  your  letter  of  April  13th,  addressed  to  C.  J, 
Brister,  which  has  been  referred  to  us. 

Attached  you  find  the  class  rates  as  per  your  request. 

Yours  truly, 

C.   TlLLINGHAST, 

A.  G.  F.  A. 

Exhibit  A-9,  exclusive  of  the  tariff  which  is  made  a  part  of  the  same,  is  as 
follows: 

Exhibit  A-9. 

INDIANA,  DECATUR  &  WESTERN  RY. 

I.  D.  &  W.  Ry.  local  freight  tariff  No.  820.  Also  statement  showing  com- 
parison of  rates  on  the  first  six  classes  from  Indianapolis  to  stations  in  Illi- 
nois on  that  line  vs.  Central  Freight  Association  scale  and  Illinois  Distance 
tariff  for  like  distances.  Also  comparison  with  the  rates  from  Chicago  to 
same  points. 


INDIANAPOLIS,  DECATUR   &  WESTERN  RY. 


Miles. 

1 

2 

3 

4 

5 

6 

Indianapolis  to  Hume  

95 

27.5 

24 

20 

13 

10 

8  5 

C.  F.  A.  scale  . 

95 

23 

22 

18 

12 

9 

8 

Illinois  distance  tariff  

95 

37'6 

30.5 

24.6 

18.3 

14.6 

12  2 

Chicago  to  Hume    

154 

45  1 

35.2 

27  7 

20 

17 

14  5 

Indianapolis  to  Tuscola 

117 

31 

26  5 

21  5 

14 

11 

9 

C.  F.  A.  scale    

117 

25 

22 

19  5 

12  5 

9  5 

8 

Illinois  distance  tariff 

117 

42  3 

32  9 

26 

20  3 

16  2 

13  3 

Chicago  to  Tuscola                 

154 

45  1 

35  2 

27.7 

20 

17 

14  5 

Indianapolis  to  Decatur 

153 

31  5 

27 

21  5 

14 

11  5 

9 

C.  F.  A.  scale        .          

J53 

30 

26 

21 

13  5 

11 

9 

Illinois  distance  tariff 

153 

45  6 

36  1 

28 

22  7 

18  2 

14  5 

Chicago  to  Decatur         

173 

46.8 

37  2 

28  9 

22 

17 

15 

Indianapolis  to  Springfield  

197 

37 

32 

23.5 

16 

13  5 

10  5 

C.  F.  A.  scale        ..           ... 

197 

33 

28  5- 

22 

15 

12 

9  5 

Illinois  distance  tariff  
Chicago  to  Springfield  

197 
193 

48.8 
47 

39.5 
38 

30.5 
29 

24.4 
22 

19.5 
17 

16 
15 

Exhibit  A-10,  exclusive  of  the  tariff  which  is  made  a  part  of  the  same,  from 
which  the  rates  are  secured  in  making  up  said  exhibit,  is  as  follows: 

Exhibit  A-10. 

CHICAGO,    BURLINGTON    &    QUINCY    RAILWAY. 

Vandalia  line  joint  freight  tariff  No.  1890.  Also  statement  showing  com- 
parison of  rates  on  the  first  six  classes  from  Indianapolis  to  stations  in  Illi- 
nois on  the  C.,  B.  &  Q.  Ry.  vs.  Central  Freight  Association  scale  and  Illinois 
distance  tariff  for  like  distances.  Also  comparison  with  the  rates  from 
Chicago  to  same  points. 

C.,   B.   &  Q.   R'Y. 


Miles. 

1 

2 

3 

4 

5 

6 

Indianapolis  to  Elmwood 

237 

40 

32 

24 

18 

14 

1° 

C.  F.  A.  scale        

237 

36 

31 

23 

16 

13 

10  5 

Illinois  distance  tariff 

237 

51  5 

41  7 

32  4 

25  9 

20  7 

16  7 

Chicago  to  Elmwood      

160 

46.4 

36.8 

28.6 

22 

17 

14  9 

Indianapolis  to  Lombardville  

275 

40 

32 

24 

18 

14 

12 

C.  F.  A.  scale          ...     . 

275 

38  5 

33 

24.5 

16  5 

14 

11 

Illinois  distance  tariff 

275 

54  1 

44 

,34  3 

27  4 

21  9 

17  5 

Chicago  to  Lombardville    

124 

42.8 

33  4 

26  3 

20 

15 

13  5 

Exhibit  A  to  the  intervening  petition,  which  will  be  found  in  the  printed 
copy  of  petitions,  on  page  27,  is  as  follows: 


Exhibit  A. 

COMPARISON  OF  CLASS  RATES  FROM  INDIANAPOLIS  AND  FROM  CHICAGO  TO 
VARIOUS  POINTS  IN  ILLINOIS. 

CHAMPAIGN. 


Miles. 

' 

2 

3 

4 

5 

6 

Chicago  

127.62 

.4324 

.3384 

266 

.20 

16 

.1372 

Indianapolis  , 

118  2 

31 

265 

215 

14 

11 

09 

.1224 

.0734 

.051 

.06 

.05 

.0472 

78 


Exhibit  '^"—Concluded. 


BLOOMIXGTON. 


Chicago                                    .  .        

126.5 
165.9 

.4324 
.315 
,1174 

.3384 
.27 
.0684 

.266 
.215 
.051 

.2105 
.14 
.0705 

.1684 
.1150 
.0524 

.1372 
.09 
.0472 

PEORIA. 

Chicago 

154.9 
211.5 

.40 
.315 
.085 

.32 
.27 
.05 

.24 
.215 
.025 

.18 
.14 
.04 

.14 
.115 
.025 

.12 
.09 
.03 

Indianapolis.        ..           

PARIS. 

Miles. 

' 

2 

3 

4 

5 

6 

Chicago 

153.4 
91 

.4606 
.25 

.2106 

.3647 
.22 

.1447 

.2829 
.195 
.0879 

.20 
.125 
.075 

.17 

.095 
.075 

.1476 
.08 
.0676 

Indianapolis                

MATTOON. 


Chicago 

172  14 

47 

376 

29 

20 

17 

15 

Indianapolis  

128.7 

.315 
.155 

.27 
.106 

.215 
.075 

.14 

.06 

.115 
.055. 

.09 
.06 

Chicago        ..         

202 

.47 

38 

.29 

.23 

.18 

.15 

Indianapolis 

167  6 

35 

30 

225 

15 

13 

10 

.12 

.08 

.065 

.08 

.05 

.05 

LITCHFIELD. 


Chicago  
Indianapolis          .           .               ... 

234 
207  1 

.47 
37 

.38 
32 

.29 
235 

.23 
16 

.18 
135 

.15 
.105 

.10 

.06 

.055 

.07 

.045 

.045 

Chicago 

Indianapolis 


EAST  ST.  LOUIS. 


283 
262 


.47 
.37 
.10 


.38 
.32 


.235 
.055 


.23 
.16 

.07 


.18 
.  35 
.045 


.15 

.105 
.045 


Note  that  the  rates  are  less  from  Indianapolis,  even  where  the  mileage  is  longer,  than  from 
Chicago. 

All  of  the  above  rates  are  substantiated  by  tariffs  afterwards  introduced  in 
evidence  in  the  first  hearing-. 


74 


Exhibit  "B,"  which  will  be  found  on  page  10  of  the  before  mentioned  printed 
copy  of  the  pleadings,  and  which  was  substantiated  by  tariffs  afterwards  in- 
troduced in  evidence,  is  as  follows: 

Exhibit  "B." 


COMPARISON    OF    FREIGHT   RATES  BETWEEN  POINTS  WHOLLY  WITHIN  ILLINOIS 

AND  RATES  CHARGED  FROM  POINTS  IN  MICHIGAN,  OHIO.  INDIANA 

AND    KENTUCKY  TO   ILLINOIS   POINTS. 


Miles. 

1 

2 

3 

4 

5 

6 

To  Aledo,  111., 
From  Quincy    111. 

160 

37 

28 

24 

19 

14 

11 

Chicago 

175 

47 

37  97 

29 

22 

17 

15 

Peoria            

113 

36  66 

28 

24 

17  86 

14 

11 

E.  St.  Louis  

234 

46.43 

36.84 

28  57 

22 

17 

14  9 

Detroit,  Mich 

459 

50 

45 

35 

25 

21 

17  5 

Cleveland,  O  
Columbus,  O 

534 

489 

60 
54 

51.5 
46  5 

38.5 
36 

26.5 
25  5 

22.5 
21  5 

18.5 
18 

Cincinnati,  O  

473 

50 

45 

35 

25 

21 

17  5 

Louisville,  Ky  
Indianapolis 

468 
324 

51 
47 

26 
42 

36 
32 

26 
22 

92 

18 

18.5 
15 

To  Bement,  111., 
From  Quincy 

178 

47  56 

37  97 

29  42 

23  68 

18  95 

15  37 

Chicago  
E  St  Louis 

153 
130 

45.59 
43  24 

36.09 
33  84 

28.01 
26  60 

20 
21  05 

17 

16  84 

14.52 
13  72 

Detroit        .           

349 

43 

36  5 

27  5 

19 

16 

13 

Cleveland 

492 

47 

40.5 

30 

21 

17  5 

14 

Columbus  
Cincinnati               

334 
274 

43 
40 

36.5 
34 

27.5 
25 

19 
17 

16 
15 

13 
12 

Louisville  

290 

41 

35 

26 

18 

16 

13 

Indianapolis 

139 

31  5 

27 

21  5 

14 

11  5 

9 

To  Bloomington,  111., 
From  Quincy                                 .  .. 

193 

47 

38 

29 

22  74 

18  19 

15 

Chicago  

126 

43.24 

33.84 

26.60 

21.05 

16  84 

13.72 

Peoria                ..           ... 

40 

20 

17 

14 

10 

8 

6  5 

E.  St.  Louis  
Detroit                               

154 
410 

45.50 
43 

36.09 
36.5 

28.01 
27  5 

22  74 
19 

18 
16 

14.52 
13 

Cleveland  

485 

51.5 

44.5 

33 

23 

19.5 

15.5 

Columbus         

347 

43 

36  5 

27.5 

19 

16 

13 

Cincinnati 

277 

40 

34 

25 

17 

15 

12 

Louisville      

276 

41 

35 

'     26 

18     . 

16 

13 

Indianapolis 

166 

31  5 

27 

21  5 

14    * 

11  5 

9 

ToCentralia,  111., 
From  Quincy 

240 

55 

45 

35 

25  94 

20  75 

19 

Chicago  
E.  St.  Louis 

252 
62 

52.83 
33  56 

42 

27.64 

32 
23.69 

25 
16  28 

20 
13  02 

17.11 
11  35 

Detroit     

536 

45 

39 

30 

21 

18 

14 

Cleveland  

611 

51.5 

44  5 

33 

23 

19.5 

15.5 

Columbus 

389 

45 

39 

30 

21 

18 

14 

Cincinnati           

285 

40 

34 

2.') 

17 

15 

12 

Louisville 

270 

40 

34 

25 

17 

15 

12 

Indianapolis  

To  Dixon,  111., 
From  Quincy              

201 
208 

38.5 
47 

33 

38 

24.5 

29 

17 

22 

14.5 
17 

11 
15 

Chicago 

98 

38  54 

31.02 

24.9 

18.8 

lo 

12.43 

E  St  Louis 

267 

47 

38 

29 

23 

18 

15 

Detroit                  

382 

55 

50 

40 

29 

24 

19.5 

Cleveland  

457 

65 

56.5 

43.5 

30.5 

25.5 

20.5 

Columbus  
Cincinnati 

412 

396 

59 
55 

51.  5 
50 

41 

40 

i:9.5 
29 

24.5 
24 

20 
19.5 

Louisville  

381 

56 

51 

41 

30 

25 

*0.5 

Indianaoolis  ..  . 

281 

52 

47 

37 

26.26 

21 

17 

75 


Exhibif  "5"— Continued. 


Miles. 

1 

2 

3 

4 

5 

6 

To  Girard,  111., 
From  Quincy 

109 

47 

38 

29 

23 

18 

15 

Chicago        .         

210 

47 

38 

29 

23 

18— 

15 

Peoria 

89 

36  66 

30  08 

24  34 

17  86 

14  28 

11  98 

Bloomington  

84 

35.72 

29.61 

24  06 

17  39 

13  91 

11  75 

E.St.  Louis  
Detroit 

70 
494 

32.90 
45 

27.26 
39 

23.03 
30 

15.98 
21 

12.78 
18 

11.05 
14 

Cleveland  

569 

51  5 

44  5 

33 

23 

19  5 

15  5 

Columbus 

534 

45 

39 

30 

21 

18 

14 

Cincinnati 

409 

43 

36  5 

27  5 

19 

16  5 

13  5 

Indianapolis     

37 

32 

23  5 

16 

13  5 

10  5 

ToGilman,  111., 
From  Quincy  

252 

51  51 

41  73 

32  43 

25  94 

20  75 

16  73 

Chicago 

81 

35  72 

99  61 

24  06 

17  39 

13  91 

11  75 

Peoria  

109 

31 

26 

22 

14 

11 

10 

E.  St.  Louis      ...         

204 

47 

38 

29 

23 

18 

15 

Detroit 

365 

43 

36  5 

27  5 

19 

16 

13 

Cleveland  

440 

47 

40  5 

30 

21 

17  5 

14 

Columbus, 

395 

43 

36  5 

27  5 

19 

16 

13 

Cincinnati  

252 

40 

34 

25 

17 

15 

12 

Louisville  

219 

41 

35 

26 

18 

16 

13 

Indianapolis 

109 

40 

32 

24 

18 

14 

12 

To  Havana,  111., 
From  Quincy 

127 

47 

38 

29 

22 

17 

15 

Chicago  

228 

47 

38 

29 

22 

17 

15 

E.  St.  Louis 

131 

40 

32 

24 

18 

14 

I9 

Detroit  
Columbus 

480 
510 

45 
45 

89 
39 

30 
30 

21 
21 

18 
18 

14 
14 

Cincinnati. 

363 

44 

37  5 

28  5 

19  5 

17 

14 

Cleveland  

555 

51  5 

44  5 

33 

23 

19  5 

15  5 

Louisville 

362 

45 

38  5 

29  5 

20  5 

18 

15 

Indianapolis  

252 

37 

32 

23  5 

16 

13  5 

10  5 

To  Jacksonville,  111., 
From  Quincy  

86 

36  66 

30  OS 

24  34 

17  86 

14  28 

11  98 

Chicago 

215 

47 

38 

29 

22 

17 

15 

Bloomington  
Peoria      

89 
80 

36.66 
24 

30.08 
20 

24.34 
16 

17.86 
12 

14.28 
10 

11.98 
12  5 

E.  St.  Louis 

90 

36  66 

30  08 

24  34 

17  86 

14  28 

11  98 

Detroit  

499 

45 

39 

30 

"1 

18 

14 

Columbus            

426 

45 

39 

30 

21 

18 

14 

Cincinnati. 

342 

44 

37  5 

28  5 

19  5 

17 

14 

Louisville  

341 

44 

37  5 

28  5 

20 

17  5 

14  5 

Cleveland 

574 

60 

51  5 

38  5 

26  5 

22 

18 

Indianapolis  

231 

37 

32 

23  5 

16 

13  5 

10  5 

To  Kewanee,  111., 
From  Quincy  

132 

37 

28 

24 

19 

14 

11 

Chicago  

131 

43  71 

34  31 

26  88 

21  43 

17 

13  91 

Peoria 

87 

35  72 

25 

22 

15 

11  28 

11 

E.  St.  Louis  

222 

47 

37 

29 

17 

15 

Detro  t 

415 

50 

45 

35 

25 

21 

17  5 

Cleveland  

490 

51  5 

44  5 

33 

23 

19  5 

15  5 

Columbus  

445 

50 

44  5 

33 

22.5 

19 

15 

Cincinnati  

429 

50 

45 

35 

25 

21 

17.5 

Louisville                   

424 

51 

46 

36 

26 

22 

18  5 

Indianapolis  

314 

47 

42 

32 

22 

18 

15 

To  Lincoln,  111., 
From  Quincy 

149 

47 

38 

29 

22 

17 

15 

Chicago  

156 

46  06 

36  47 

28.29 

22 

17 

14.76 

Peoria  ... 

77 

34  78 

29  14 

23  78 

16  92 

13  53 

11.51 

Bloomington 

30 

22  56 

19  74 

15  98 

11  98 

9  58 

7  99 

K.  St.  Louis.. 

124 

42  77 

33  37 

26.32 

20.68 

16.54 

15.54 

Detroit        

440 

43 

36  5 

27  5 

19 

16 

13 

Cleveland. 

515 

47 

40  5 

30 

21 

17  5 

14 

Columbus  

470 

45 

39 

30 

21 

18 

14 

Cincinnati  

296 

40 

34 

25 

17 

15 

12 

Louisville 

334 

41 

35 

26 

18 

16 

13 

Indianapolis  ... 

186 

31.5 

27 

21.5 

14 

11.5 

9 

76 


Exhibit  '^"—Concluded. 


Miles. 

1 

2 

3 

4 

5 

6 

To  Monmouth,  111., 
From  Quincy  
Chicago         ..               

99 
179 

37 
47 

28 
37  97 

24 
29 

19 
22 

14 
17 

11 
15 

Peoria  

69 

32.9 

27.26 

23  03 

15  98 

12 

11 

E  St.  Louis         

189 

45 

35 

27 

22 

17 

14  5 

Detroit 

463 

50 

45 

35 

25 

21 

17  5 

Cleveland           

538 

60 

51.5 

38  5 

26  5 

22  5 

18  5 

Columbus 

493 

54 

46  5 

36 

25  5 

21  5 

18 

391 

50 

45 

35 

25 

21 

17  5 

Louisville                ..        

390    • 

51 

46 

36 

26 

22 

18  5 

280 

47 

42 

32 

90 

18 

15 

To  Quincy,  111., 

263 

47 

38 

29 

22 

17 

15 

Peoria  
E  St  Louis 

153 
145 

37 
30 

1 

24 

20 

19 
16 

14 
12 

11 
11  5 

Detroit               

527 

50 

4.? 

35 

25 

21 

17  5 

Cleveland 

622 

61 

52  5 

39  5 

27  5 

23 

18  5 

Columbus  

512 

54 

46.5 

36 

25  5 

21  5 

18 

Cincinnati 

422 

50 

45 

&S 

25 

21 

17  5 

Louisville  

421 

51 

46 

36 

26 

22 

18  5 

Indianapolis 

311 

47 

42 

32 

22 

18 

15 

To  Rockford,  111.. 
From  Quincy    

256 

47 

38 

29 

22 

17 

15 

Chicago  
Peoria  

87 
242 

36.66 
40 

30.03 
32 

24 
24 

17.86 

18 

13 
14 

11.98 
12 

K.  St.  Louis     

353 

47 

38 

29 

23 

18 

15 

Detroit 

371 

50 

45 

35 

25 

21 

17  5 

Cleveland  
Columbus                ..           .  .. 

446 
-101 

60 
54 

51.5 
46  5 

38.5 
36 

26.5 
25  5 

22.5 
21  5 

18.5 

18 

Cincinnati  
Louisville 

385 
380 

50 
51 

45 
46 

35 
36 

25 
26 

21 
22 

17.5 
18  5 

270 

47 

42 

32 

22 

18 

15 

To  Rock  Island,  111., 
From  Quincy  
Chicago  

15.> 
181 

36.4 
46.43 

26.8 
36.84 

23.5 

28.57 

17.8 
22 

14 
17 

10.9 
14.96 

Peoria  
E.  St.  Louis  
Detroit     

93 
252 
365 

36.4 
46.43 
55 

28.6 
36.84 
50 

23.5 

28.57 
40 

17.8 
22 
29 

14 
17 
23 

10.9 
14.9 
19  5 

Cleveland 

540 

65 

56  5 

43  5 

30  5 

25  5 

20  5 

Columbus  
Cincinnati 

495 

479 

59 
55 

51.5 
50 

41 

40 

26.5 
29 

24.5 
24 

20 
19  5 

Louisville  

474 

56 

51 

41 

30 

25 

20.5 

Indianapolis     

306 

52 

47 

37 

26 

21 

17 

To  Springfield,  111., 
From  Quincy 

120 

42  30 

32  90 

26  03 

20  30 

16  24 

13  35 

Chicago    

185 

47 

38 

29 

22 

17 

15 

Peoria 

63 

31.98 

26  32 

22  56 

15  51 

]2  40 

10  81 

Bloomington  

58 

31.02 

25  38 

21.62 

15  04 

12.03 

10.58 

E.  St.  Louis         

96 

37.60 

30  55 

24  62 

18  33 

14  66 

12  22 

Detroit 

469 

45 

39 

30 

21 

18 

14 

Cleveland.           

544 

-    51.5 

44  5 

33 

23 

19  5 

15  5 

Columbus  

382 

45 

39 

30 

21 

18 

14 

Cincinnati  
Louisville 

308 
307 

43 
43 

36.5 
37 

27.5 
28 

19 
19  5 

16.5 
16  5 

13.5 
14 

Indianapolis  

197 

37 

32 

23.5 

16 

13.5 

10.5 

To  Taylorville,  111., 
From  Quincy  

187 

48.32 

38.72 

29.98 

24.06 

19.25 

15.65 

Chicago 

202 

47 

38 

2y 

23 

18 

15 

E.  St.  Louis  
Detroit        ..          

81 
397 

35.72 
45 

29  61 
39 

24.06 
30 

17.39 
21 

13.91 
18 

11.75 
14 

Cleveland      .  .. 

561 

51  5 

44  5 

33 

23 

19  5 

15  5 

Columbus  

368 

45 

39 

30 

21 

18 

14 

Cincinnati                .   .. 

327 

40 

34 

25 

17 

15 

12 

Louisville 

312 

41 

35 

26 

18 

16 

13 

Indianapolis  

187 

37 

32 

23.5- 

16 

13.5 

10.5 

Exhibit  A-ll,  exclusive  of  the  tariff  forming-  part  thereof,  and  reference  to 
page  37  referred  to  in  the  first  page  of  the  exhibit  as  here,  reproduced,  which 
has  been  reproduced  elsewhere,  is  as  follows: 


77 


Exhibit   A-ll. 


MICHIGAN  CENTRAL  R.  R.    ' 

Michigan  Central  Local  freight  tariff.  G.  F.  D.  No.  2803.  Also  statement 
showing-  comparison  of  rates  on  the  first  six  classes  from  Detroit-tojpoints 
in  Michigan  on  that  line  vs.  Central  Freight  Association  scale  and  Illinois 
distance  tariff  and  Michigan  distance  tariff,  for  like  distances.  Also  state- 
ment showing  comparison  of  rates  from  Chicago  to  various  points  on  that 
line  in  Michigan  vs.  Central  Freight  Association  scale  and  Illinois  distance 
tariff  for  like  distances.  Also  reference  to  page  37  of  the  above  tariff,  show- 
ing comparison  of  local  distance  freight  tariff  applying  locally  between 
stations  in  Michigan  on  the  Michigan  Central  vs.  Central  Freight  Association 
scale  and  Illinois  distance  tariff  rates,  for  like  distances. 

MICHIGAN    CENTRAL    RAILROAD . 


Miles. 

1 

2 

3 

4 

5 

6 

Chicago  to  Niles    Mich 

92 

22 

90 

17 

12 

9 

8 

C.  F.  A.  scale  
Illinois  distance  tariff  for. 

92 
92 

23 
37  6 

22 
30  5 

18 
24  6 

12 

18  3 

9 
14  7 

8 
12  2 

Chicago  to  Kalamazoo  

140 

30 

26 

21 

13  5 

11 

g 

L.  F.  A.  scale 

140 

27 

24 

20 

13 

10 

8  5 

Illinois  distance  tariff  
Chicago  to  Battle  Creek. 

140 
163 

44.6 
31  5 

35.2 
27 

27.4 

21  5 

22.2 
14 

17.7 
11  5 

14.3 
9 

C.  F.  A.  scale     .   . 

163 

31 

26  5 

21  5 

14 

11  8 

9 

Illinois  distance  tariff 

163 

46  4 

36  8 

28  6 

23  1 

18  5 

14  9 

Chicago  to  Jackson. 

208 

33 

98  5 

22 

15 

12 

9  5 

C.  F.  A.  scale  

208 

34 

29  5 

22  5 

15 

12  5 

10 

Illinois  distance  tariff 

208 

49  5 

40 

31 

24  8 

19  8 

16  2 

Chicago  to  Ann  Arbor 

246 

37 

32 

23  5 

16 

13 

•10 

C.  F.  A.  scale 

246 

37 

32 

23  5 

16 

13  5 

10  5 

Illinois  distance  tariff           

246 

52  2 

42  3 

32  9 

26  3 

21  1 

16  9 

Exhibit  A-2  is  as  follows: 


Exhibit  A-2. 


Discloses  by  comparison  the  difference  in  the  rates  on  six  classes  from  New 
York.  Buffalo,  Detroit.  Indianapolis  and  Cincinnati,  to  various  points  in 
Illinois,  via  Chicago . 

Also  a  comparison  of  these  rates  with  the  Central  Freight  Association  scale 
and  Illinois  distance  tariff  rates  for  like  distances. 

Also  a  comparison  of  the  proportion  accruing  to  the  lines  south  of  Chicago 
on  business  routed  via  that  point,  compared  with  the  local  rates  from  Chicago 
to  same  points,  and  the  Central  Freight  Association  scale  and  the  Illinois 
distance  tariff  for  like  distances. 


Exhibit  A-2. 


Miles. 

1 

2 

3 

4 

5 

6 

New  York  to  Mt.  Vernon    111. 

87 

75 

58 

41 

35 

29 

Proportion—  Chicago  to  Mt.  Vernon  

19  2 

16  6 

12  8 

9  1 

7  7 

6.4 

296 

Local  —  Chicago  to  Mt.  Vernon 

50 

40 

30 

25 

20 

17  1 

• 

C.  F.  A.  scale,  296  miles  

40 

34 

25 

17 

14.5 

11.5 

685 

Buffalo  to  Mt.  Vernon,  111 

55  5 

48  5 

37 

26 

22  5 

18  5 

296 

Proportion—  Chicago  to  Mt.  Vernon  
Local  —  Chicago  to  Mt.  Vernon.         

19.4 
50 

16.9 
40 

12.9 
30 

9.1 
25 

7.9 
20 

6.5 
17.1 

C.  F.  A.  scale,  296  miles.  .  . 

40 

34 

25 

17 

14  5 

11.5 

78 


Exhibit  A-2 — Continued. 


Miles. 

1 

2 

3 

4 

5 

6 

464 

Detroit  to  Mt.  Vernon,  111  

50  5 

44  5 

33 

23 

19  5 

15  5 

C.  F.  A.  scale,  464  miles.                            .             .   . 

Proportion  —  Chicago  to  Mt.  Vernon  

27.3 

24 

18.9 

12  4 

10.5 

8  4 

296 

Local  —  Chicago  to  Mt.  Vernon.    ... 

50 

40 

30 

25 

20 

17  1 

C.  F.  A.  scale,  296  miles. 

40 

34 

25 

17 

14  5 

11  5 

218 

Illinois  distance  tariff,  296  miles  
Indianapolis  to  Mt.  Vernon    111 

55.5 
37 

45.1 
32 

35.2 
23  5 

28.2 
16 

22.5 
13  5 

17.8 
10  5 

C.  F.  A.  scale,  218  miles  

35 

30 

22  5 

15 

13 

10 

Illinois  distance  tariff,  218  miles 

50  2 

40  6 

31  5 

25  2 

20  1 

16  4 

296 

Local  —  Chicago  to  Mt.  Vernon  

50 

40 

30 

25 

20 

17.1 

C.  F.  A.  scale,  290  miles  

40 

34 

25 

17 

14  5 

11  5 

Illinois  distance  tariff,  296  miles 

55  5 

45  1 

35  2 

28  2 

22  5 

17  8 

301 

Cincinnati  to  Mt.  Vernon,  111  

40 

34 

25 

17 

15 

12 

C.  F.  A.  scale   301  miles 

40 

34 

25 

17 

14  5 

11  5 

296 

Illinois  distance  tariff,  301  miles  
Local  —  Chicago  to  Mt.  Vernon                                . 

55.5 
50 

45.1 
40 

35.2 
30 

28.2 
25 

22.5 

17.8 
17  1 

C.  F.  A.  scale,  296  miles  

40 

34 

25 

17 

14.5 

11.5 

Illinois  distance  tariff,  296  miles              .             .  . 

55  5 

45  1 

35  2 

28  2 

22  5 

17.8 

New  York  to  Peoria,  111  
Proportion  —  Chicago  to  Peoria  

83 

18.8 

72 
12.8 

55 

9.8 

39 
6.9 

33 
5.9 

28 
5 

150 

Local  —  Chicago  to  Peoria  

50 

3? 

24 

13 

10 

8 

C.  F.  A.  scale,  150  miles. 

28  5 

25 

20 

13  5 

10  5 

8.5 

677 

Buffalo  to  Peoria,  111    

51 

44.5 

34 

24 

20.5 

17 

Proportion  —  Chicago  to  Peoria 

15  3 

13  4 

10  2 

7  2 

6  2 

5  1 

150 

Local—  Chicago  to  Peoria  
C.  F.  A.  scale,  150  miles. 

40 
28  5 

32 
25 

24 
20 

18 
13  5 

14 
10  5 

12 

8.5 

437 

Detroit  to  Peoria,  111    

43 

36.5 

27  5 

19 

16 

13 

C.  F.  A.  scale,  437  miles. 

45 

39 

30 

21 

18 

15 

Proportion  —  Chicago  to  Peoria  

17.2 

14.5 

11 

7.6 

6.4 

5.2 

150 

Local  —  Chicago  to  Peoria 

40 

32 

24 

13 

10 

8 

C.  F.  A.  scale,  150  miles  
Illinois  distance  tariff,  150  miles 

28.5 
45.1 

25 
35  7 

20 

27  7 

13.5 
22.5 

10.5 
18 

8.5 
14.5 

211 

Indianapolis  to  Peoria,  111  

31.5 

27 

21.5 

14' 

11.5 

9 

C.  F.  A.  scale,  211  miles.                    .          ..     .. 

34 

29  5 

22  5 

15 

12  5 

10 

150 

Illinois  distance  tariff,  211  miles  
Local  —  Chicago  to  Peoria 

50.2 
40 

40.6 
32 

31.5 
24 

25.2 
13 

20.2 
10 

16.4 

8 

C.  F.  A.  scale,  150  miles. 

28  5 

25 

20 

13  5 

10  5 

8.5 

Illinois  distance  tariff,  150  miles        

45.1 

35.7 

27.7 

22.5 

18 

14.5 

321 

Cincinnati  to  Peoria,  111  

40 

34 

25 

17 

15 

12 

C.  F.  A.  scale,  321  miles  
Illinois  distance  tariff,  321  miles 

41 

57  3 

35 
47 

26 
37  1 

18 
29  3 

IS 
23.5 

12 

18.8 

150 

Local  —  Chicago  to  Peoria      .  .           .             

40 

32 

24 

13 

10 

8 

C.  K.  A.  scale,  150  miles. 

28  5 

25 

20 

13.5 

10.5 

8.5 

Illinois  distance  tariff   150  miles 

45  1 

35  7 

27  7 

22  5 

18 

14.5 

New  York  to  Bloomington,  111 

83 

72 

„    55 

39 

33 

'28 

126 

Proportion—  Chicago  to  Bloomington  
Local  —  Chicago  to  Bloomington                      

14.8 
43.2 

12.8 
33.8 

9.8 
26  6 

8.9 
21  1 

5.9 
16.8 

5 
13.7 

C.  F.  A.  scale    126  miles 

26 

23 

19  5 

13 

10 

8.5 

632 

Bn  ff  alo  to  Bloomington,  111  
Proportion  —  Chicago  to  Bloomington. 

51 
15  3 

44.5 
13  4 

34 
10  2 

24 

7  2 

20.5 
6  2 

17 
5.1 

126 

Local  —  Chicago  to  Bloomington  

43.2 

33.8 

26.6 

21.1 

16.8 

13.2 

C.  F.  A.  scale,  196  miles. 

26 

23 

19  5 

13 

10 

8.5 

371 

Detroit  to  Bloomington,  111.           .   .          

43 

36 

27 

19 

16 

13 

C.  F.  A.  scale  371  miles 

43 

36  5 

?1  5 

19 

16.5 

13.5 

126 

Proportion—  Chicago  to  Bloomington  
Local  —  Chicago  to  Bloomington  
C.  F.  A.  scale,  126  miles  

17.3 
43.3 
26 

14.4 
33.9 
23 

11.2 

26.6 
19.5 

7.2 
21.1 
13 

6.2 
16.9 
10 

5.1 
13.7 

8.5 

Illinois  distance  tariff  ,  126  miles    

43.2 

33.8 

26.6 

21.1 

16.8 

13.  1 

166 

Indianapolis  to  Bloomington    111 

31  5 

27 

21.5 

14 

11  5 

9 

C.  F.  A.  scale,  166  miles               -.  

31 

26.5 

21.5 

14 

11 

9 

Illinois  distance  tariff,  166  miles 

46  8 

37  2 

28.8 

22.3 

18.6 

15 

126 

Local—  Chicago  to  Bloomington  
C.  F.  A.  scale,  126  miles    

43.3 
26 

33.9 
23 

26.6 
19.5 

21.1 
13 

16.9 
10 

13.7 

8.5 

Illinois  distance  tariff,  126  miles.  .  . 

43.2 

33.8 

1     26.6 

1     21.1 

16.8 

13.7 

79 


Exhibit  A-2 — Continued. 


Miles. 

1 

2 

. 
3 

4 

5 

6 

276 

Cincinnati  to  Bloom  ington,  111.        

40 

34 

25 

17 

15 

12 

C   F  A   scale    276  miles. 

40 

34 

25 

17 

-14-fl 

11  5 

126 

Illinois  distance  tariff,  276  miles  
Local  —  Chicago  to  Bloomington          

54.1 
43  3 

43.9 
33  9 

34.3 
26  6 

27.4 
21  1 

21.9 
16  9 

17.5 
13.7 

C   F   A   scale    126  miles 

26 

23 

19  5 

13 

10 

8  5 

Illinois  distance  tariff,  126  miles        

43.2 

33.8 

26.6 

21.1 

16.8 

13.7 

172 

New  York  to  Mattoon,  111  
Proportion—  Chicago  to  Mattoon  
Local  —  Chicago  to  Mattoon 

83 
14.8 
47 

72 
12.8 
37  6 

55 
9.8 
29 

39 
6.9 
20 

33 

5.9 
17 

28 
5 
15 

C.  F.  A.  scale,  172  miles 

31.5 

27 

21.5 

14 

11  5 

9 

594 

Buffalo  to  Mattoon,  111      

51.5 

44 

34 

24 

20.5 

17 

Proportion  —  Chicago  to   Mattoon                  .       .   .. 

15.3 

13.4 

10.2 

7.2 

6.2 

5.1 

172 

Local—  Chicago  to  Ma'  toon  

47 

37.6 

-.9 

20 

17 

15 

C.  F.  A.  scale,  172  miles. 

31.5 

27 

21.5 

14 

11.5 

9 

375 

DetroittoMattoon.Ill  

43 

36.5 

27.5 

19 

16 

13 

C.  F.  A.  scale    373  miles. 

43 

3fi  5 

27  5 

19 

16.5 

13..  5 

Proportion  —  Chicago  to  Mattoon 

17  2 

14  6 

11 

7  6 

6  4 

5.2 

172 

Local  —  Chicago  to  Mattoon.                     

47 

37  6 

29 

20 

17 

15 

C.  F.  A.  scale,  172  miles  

31.5 

2-7 

21.5 

14 

li:5 

9 

128 

Illinois  distance  tariff,  111  miles  
IndianapolistoMattoon.il!          

47.2 
31.5 

37.6 
27 

29.1 
21.5 

23.5 
14 

18.8 
11.5 

15.2 
9 

C.  F.  A.  scale,  128  miles. 

26 

23 

19.5 

13 

10 

8.5 

Illinois  distance  tariff,  128  miles  

43.2 

33.8 

26.6 

21 

16.8 

13.7 

172 

Local—  Chicago  to  Mattoon  
C.  F.  A.  scale,  172  miles 

47 
31  5 

37.6 
27 

29 
21  5 

20 
14 

IL 

15 

9 

238 

Illinois  distance  tariff,  172  miles  

Cincinnati  to  Mattoon,  111  
C.  F.  A.  scale.  238  miles. 

47.2 

40 
36 

37.6 

34 
31 

29.1 

25 
23 

23.5 

17 
16 

18.8 

14.5 
13 

15.2 

11.5 
10.5 

Illinois  distance  tariff    238  miles 

51  5 

41  7 

32  4 

25  9 

20  7 

16.7 

172 

Local—  Chicago  to  Mattoon.         ....           ... 

47 

37  6 

29 

20 

17 

15 

C.  F.  A.  scale,  172  miles. 

31  5 

27 

21  5 

14 

11.5 

9 

Illinois  distance  tariff  ,  172  miles           .             

47.2 

37  6 

29.1 

23.5 

18.8 

15.2 

New  York  to  Springfield,  111  

87 

75 

58 

41 

35 

29 

Proportion  —  Chicago  to  Springfield                .  .  .. 

19  2 

16  6 

12  8 

9.1 

7.7 

6.4 

193 

Local—  Chicago  to  Springfield  

47 

38 

29 

22 

17 

15 

C.  F.  A.  scale,  193  miles.              

33 

28  5 

22 

15 

12 

9.5 

664 

Buffalo  to  Springfield,  111     ..          

55.5 

48.5 

37 

26 

22.5 

18.5 

Proportion  —  Chicago  to  Springfield.                

19  4 

16  9 

12  9 

9  1 

7.9 

6.5 

193 

Local—  Chicago  to  Springfield  
C.  F.  A.  scale,  193  miles               

47 
33 

38 
28  5 

29 
22 

22 
15 

17 
12 

15 
9.5 

414 

Detroit  to  Springfield,  111  

45 

39 

30 

21 

18 

14 

C.  F.  A.  scale,  414  miles.                                        .  .. 

44  5 

38  5 

29 

20.5 

17.5 

14.5 

193 

Proportion—  Chicago  to  Springfield  
Local  —  Chicago  to  Springfield          ..                 

22.5 
47 

19.5 
38 

15 

29 

10 
22 

9 
17 

7 
15 

C.  F.  A.  scale,  193  miles. 

33 

28  5 

22 

15 

12 

9.5 

Illinois  distance  tariff  ,  193  miles 

48  6 

39.1 

30.2 

24.2 

19.4 

15.8 

197 

Indianapolis  to  Springfield,  111  

37 

32 

23.5 

16 

13.5 

10.5 

C.  F.  A.  scale,  197  miles. 

33 

"K  5 

22 

15 

12 

9.5 

Illinois  distance  tariff    197  miles 

48  8 

39  5 

30  5 

24  4 

19  5 

16 

193 

Local—  Chicago  to  Springfield 

47 

38 

29 

22 

17 

15 

C.  F.  A.  scale,  193  miles. 

33 

28  5 

22 

15 

12 

9.5 

Illinois  distance  tariff,  193  miles  

48.8 

39.1 

30.2 

24.2 

19.4 

15.8 

307 

Cincinnati  to  Springfield,  111 

40 

34 

25 

17 

15 

12 

C.  F.  A.  scale,  307  miles  

41 

35 

26 

18 

15 

12 

Illinois  distance  tariff,  307  miles 

56  4 

46.1 

36  2 

'  28  7 

23 

18.3 

193 

Local  —  Chicago  to  Springfield 

47 

38 

29 

22 

17 

15 

C.  F.  A.  scale,  193  miles.     ...               

33 

28.5 

22 

15 

12 

9.5 

Illinois  distance  tariff,  193  miles 

48  8 

39  1 

30  2 

24  2 

19.4 

15.8 

New  York  to  Salem,  111               

87 

75 

58 

41 

35 

29 

Proportion  —  Chicago  to  Salem 

19  2 

16  6 

12  8 

9  1 

7.7 

6.4 

274 

Local  —  Chicago  to  Salem  

48 

38 

30 

22 

20 

16 

C.  F.  A.  scale,  274  miles  

38  5 

33 

24  5 

16.5 

14 

11 

663 

Buffalo  to  Salem,  111  

55 

48 

37 

26 

22 

18 

Proportion  —  Chicago  to  Salem  

19  4 

15  9 

12  9 

9.1 

7.8 

6.5 

274 

Local  —  Chicago  to  Salem  

48 

38 

30 

22 

20 

16 

C.  F.  A.  scale.  274  miles... 

38.5 

33 

24.5 

16.5 

14 

11 

80 


Exhibit  A -2 —  Continued . 


Miles. 

1 

2 

3 

4 

5 

6 

442 

DetroittoSalein.Ill.     . 

45 

39 

30 

21 

18 

14 

C.  F.  A.  scale,  442  miles. 

45 

39 

30 

21 

18 

14 

274 

Proportion—  Chicago  to  Salem  
Local  —  Chicago  to  Salem 

'24.3 
48 

21.1 
38 

16.2 
30 

11.3 
22 

9.7 
20 

7.6 

16 

C.  F.  A.  scale.  274  miles  .       . 

38  5 

33 

24.5 

16.5 

14 

11 

Illinois  distance  tariff,  274  miles 

54  1 

43  9 

34  3 

27  4 

21  9 

17 

196 

Indianapolis  to  Salem.  Ill  .     .. 

37 

32 

23  5 

16 

13  5 

10.5 

C.  F.  A.  scale.  196  miles  

33 

28.5 

22 

15 

12 

9.5 

274 

Illinois  distance  tariff,  196  miles  
Local  —  Chicago  to  Salem 

48.8 
48 

39.5 
38 

30.5 
30 

24.4 
22 

19.5 
20 

16.5 
16 

C.  F.  A.  scale,  274  miles  
Illinois  distance  tariff,  274  miles 

38.5 

r»4  i 

33 
43  9 

24.5 
34  3 

16.5 
27  4 

14 
21  9 

11 
17  5 

268 

Cincinnati  to  Salem,  111  
C.  F.  A.  scale,  268  miles. 

40 
38  5 

34 
33 

25 
24  5 

17 
16  5 

15 
14 

12 

274 

Illinois  distance  tariff.  268  miles  
Local  —  Chicaero  to  Salem 

53.5 

48 

43.4 
38 

33.8 
30 

27.1 
22 

21.6 
20 

17.3 
16 

C.  F.  A.  scale.  274  miles  

38.5 

33 

24.5 

16.5 

14 

11 

Illinois  distance  lariff,  274  miles 

54  1 

43 

34  3 

27.4 

21.9 

17.5 

433 

Detroit  to  Elmwood,  111  
C.  F.  A.  scale,  433  miles. 

43 
45 

36.5 
39 

27.5 
30 

19 
21 

16 
18 

13 
15 

160 

Illinois  distance  tariff,  433  miles  
Local  —  Chicago  to  Elmwood 

61.1 
46  4 

50  6 
36  8 

40.4 

28  6 

31.8 
22 

25.4 
17 

20.7 
14.9 

C  F.  A.  scale,  160  miles  
Illinois  distance  tariff,  160  miles  

30 
46  1 

26 

36.5 

21 

28.3 

13.5 
22.9 

11 

18  3 

9 
14.7 

237 

Indianapolis  to  Elmwood,  111  

40 

32 

24 

18 

14 

12 

C.  F.  A.  scale,  237  miles.           .  .. 

36 

31 

23 

16 

13 

10.5 

160 

Illinois  distance  tariff,  237  miles  
Local—  Chicago  to  Elmwood             .  .         

51.5 
46  4 

41.7 

36  8 

32.4 

28  6 

25.9 
22 

20.7 
17 

16.7 
14.9 

C.  F.  A.  scale,  160  miles  

30 

26 

21 

13.5 

11 

9 

Illinois  distance  tariff,  160  miles 

46  1 

36.5 

28.3 

22.9 

18.3 

14.7 

348 

Cincinnati  to  Elmwood,  111  

43 

36.5 

27.5 

19 

16 

13 

C.  F.  A.  scale,  348  miles. 

42 

36 

27 

18  5 

15  5 

13 

160 

Illinois  distance  tariff,  348  miles  
Local  —  Chicago  to  Elmwood 

58.3 
46  4 

48 
36  8 

38.1 
28  6 

29.9 
22 

23.9 
17 

19.3 
14.9 

C.  F.  A.  scale,  160  miles. 

30 

26 

21 

13  5 

11 

9 

Illinois  distance  tariff,  160  miles 

46  1 

36.5 

28.3 

22.9 

18.3 

14.7 

366 
94 

Detroit  to  Streator,  111  
C.  F.  A.  scale,  366  miles  
Illinois  distance  tariff,  366  miles  
Local—  Chicago  to  Streator 

43 
43 
59.2 
35 

36.5 
36.5 
48.9 
25 

27.5 
27.5 
39 
18 

19 
19 
30.4 
14 

16 
16.5 
24.4 
13 

13 
13.5 
19.7 
12 

C.  F.  A.  scale,  94  miles 

23 

22 

18 

12 

9 

3 

190 

Illinois  distance  tariff,  94  miles  
Indianapolis  to  Streator,  111    

37.6 
31  5 

30.5 
27 

24.6 
21.5 

18.3 
14 

14.6 
11.5 

12.2 
9 

C.  F.  A.  scale,  190  miles  

32 

28 

22 

14.5 

11.5 

9.5 

Illinois  distance  tariff.  190  miles  

48.3 

38.7 

29.9 

24.1 

19.2 

15.6 

94 

Local—  Chicago  to  Streator  ..  .. 

35 

25 

18 

14 

13 

12 

C.  F.  A.  scale,  94  miles 

23 

22 

18 

12 

9 

8 

300 

Illinois  distance  tariff,  94  miles  
Cincinnati  to  Streator,  111  

37.6 
40 

30.5 
34 

24.6 
25 

18.3 

18 

14.6 
15 

12.2 
12 

C.  F.  A  scale   300  miles 

40 

34 

25 

17 

14  5 

11  5 

94 

1  llinois  distance  tariff,  300  miles  
Local—  Chicago  to  Streator  

55.5 
35 

45.1 
25 

35.2 
18 

28.2 
14 

22.6 
13 

17.9 
12 

C.  F.  A.  scale,  94  miles                                        

23 

22 

18 

12 

9 

8 

333 

Illinois  distance  tariff,  94  miles  
Detroit  to  Braceville,  111 

37.6 
43 

30.5 
36  5 

24.6 
27  5 

18  3 
19 

14.6 
16 

12.2 
13 

C.  F.  A.  scale,  333  miles  

42 

36 

27 

18.5 

15.5 

13 

Illinois  distance  tariff,  333  miles 

57  3 

47 

37  1 

29  3 

23.5 

18.8 

61 

Local  —  Chicago  to  Braceville. 

32 

26  3 

22  6 

15  5 

12  4 

10.8 

C.  F.  A.  scale,  61  miles  

15 

14 

13 

10 

7.5 

7 

165 

Illinois  distance  tariff,  61  miles  
Indianapolis  to  Braceville,  111  

31.9 
31  5 

26.3 
27 

22.5 
21.5 

15.5 
14 

12.4 
11.5 

10.8 
9 

C.  F.  A.  scale,  165  miles. 

31 

26  5 

21  5 

14 

11 

9 

Illinois  distance  tariff,  165  miles  

46.4 

36.8 

28.5 

23.1 

18.5 

14.9 

61 

Local—  Chicago  to  Braceville  
C.  F.  A.  scale,  61  miles  

32 
15 

26.3 
14 

22  6 
13 

15.5 
10 

12.4 
7.5 

10.8 

7 

Illinois  distance  tariff.  61  miles.  .. 

31.9 

26.3 

22.5 

15.5 

12.4 

10.8 

81 


Ea-hibit  A-2 — Continued. 


Miles. 

1 

2 

3 

4 

5 

6 

275 

Cincinnati  to  Braceville,  111 

40 

34 

25 

18 

15 

12 

C.  F.  A.  scale,  275  miles  

38  5 

33 

24  5 

16"  5 

-i4  - 

11 

Illinois  distance  tariff,  275  miles 

54  1 

44 

34  3 

27  4 

21  9 

17  5 

61 

Local  —  Chicago  to  Braceville. 

32 

26  3 

22  6 

15  5 

I9  4 

10  8 

C.  V.  A.  scale,  61  miles  

15 

14 

13 

10 

7  5 

7 

Illinois  distance  tariff,  61  miles 

31  9 

26  3 

22  5 

15  5 

12  4 

10  8 

New  York  to  Centralia,  111           

87 

75 

58 

41 

35 

29 

Proportion  —  Chicasfo  to  Centralia  

19.2 

16.6 

12.8 

9  1 

7  7 

6  4 

252 

Local—  Chicago  to  Centralia 

52  8 

42 

32 

25 

20 

17  1 

C.  F.  A.  scale,  252  miles 

38  5 

33 

24  5 

16  5 

14 

11 

660 

Buffajo  to  Centralia,  111 

55  5 

48  5 

37 

26 

22 

18  5 

Proportion—  Chicago  to  Centralia  

19.4 

16  9 

12.9 

9  1 

7  9 

6  5 

252 

Local  —  Chicago  to  Centralia 

52  8 

42 

32 

25 

20 

17  1 

C.  F.  A.  scale,  259  miles 

38  5 

33 

24  5 

16  5 

14 

11 

455 

Detroit  to  Centralia.  Ill 

45 

39 

30 

18 

14 

C.  F.  A.  scale,  455  miles  

45 

39 

30 

21 

18 

14 

Proportion  —  Chicago  to  Centralia 

22  5 

19  5 

Ifi 

10  5 

9 

7 

252 

Local  —  Chicago  to  Centralia  

52.8 

42 

32 

25 

20 

17  1 

C.  F.  A.  scale,  252  miles. 

38  5 

33 

24  5 

16  5 

14 

11 

202 

Illinois  distance  tariff,  252  miles  
Indianapolis  to  Centralia,  111 

52  8 
37 

42.8 
32 

33.4 
23  5 

26.7 
16 

21.3 
13  5 

17.1 
10  5 

C.  F.  A.  scale,  202  miles  

34 

29  5 

22.5 

15 

12  5 

10 

Illinois  distance  tariff,  202  miles 

49  5 

40 

31 

24  8 

19  8 

16  2 

252 

Local  —  Chicago  to  Centraha 

52  8 

42 

32 

25 

90 

17  1 

C.  F.  A.  scale,  252  miles 

38  5 

33 

24  5 

16  5 

14 

11 

Illinois  distance  tariff,  252  miles  

52.8 

42.8 

33.4 

26.7 

?l  3 

17.1 

281 

Cincinnati  to  Centralia   111 

40 

34 

25 

17 

15 

12 

C.  F.  A.  scale,  281  miles  

40 

34 

25 

17 

14  5 

11  5 

Illinois  distance  tariff    281  miles 

54  8 

44  5 

34  7 

27  8 

22  2 

17.6 

252 

Local  —  Chicago  to  Centralia  

52  8 

42 

32 

25 

20 

17.1 

C.  F.  A.  scale,  252  miles 

38  5 

33 

24  5 

16  5 

14 

11 

Illinois  distance  tariff,  252  miles 

52  8 

42  8 

33  4 

26  7 

21  3 

17  1 

396 

Detroit  to  Lombardville,  111 

43 

36  5 

27  5 

19 

16 

13 

C.  F.  A.  scale,  u98  miles  

44 

37  5 

28.5 

19  5 

17 

14 

Illinois  distance  tariff,  396  miles 

60  2 

49  8 

39  5 

31 

24  8 

20  1 

124 

Local  —  Chicago  to  Lombardville  

42.8 

33  4 

26.3 

20 

15 

13.5 

C.  F.  A.  scale,  124  miles 

26 

23 

19  2 

13 

10 

8  5 

Illinois  distance  tariff,  124  miles 

42  8 

33  4 

26  3 

20  7 

16  5 

13.5 

275 

Indianapolis  to  Lombardville,  111 

40 

32 

24 

18 

14 

12 

C.  F.  A.  scale.  275  miles  

38.5 

33 

24.5 

16 

14 

11 

Illinois  distance  tariff,  275  miles 

54  1 

44 

34  3 

27  4 

21  9 

17  5 

124 

Local—  Chicago  to  Lombardville,  111  
C.  F.  A.  scale,  124  miles           ... 

42.8 
26 

33.4 
23 

2«.3 

19  5 

20 
13 

15 
10 

13.5 

8.5 

Illinois  distance  tariff,  124  miles 

42  8 

33  4 

20  7 

15  5 

13  5 

385 

Cincinnati  to  Lombardville,  111 

43 

:'»6  5 

27  5 

19 

16 

13 

C.  F.  A.  scale,  385  miles  

44 

37.5 

28.5 

19.5 

17 

14 

Illinois  distance  tariff,  385  miles 

60  2 

49  8 

39  5 

31 

24  8 

20.1 

124 

Local  —  Chicago  to  Lombardville 

42  8 

33  4 

26  3 

20 

15 

13  5 

C.  F.  A.  scale,  124  miles  

26 

23 

19.5 

13 

10 

8.5 

Illinois  distance  tariff,  124  miles 

42  8 

33  4 

26  3 

20  7 

15  5 

13  5 

New  York  to  Litchfield,  111         

87 

75 

58 

41 

35 

29 

Proportion  —  Chicago  to  Litchtield 

19  2 

16  6 

12  8 

9  1 

7  7 

6.4 

235 

Local—  Chicago  to  Litchfield          

47 

S8 

29 

20 

17 

15 

C.  F.  A.  scale,  235  miles          .                           .   . 

36 

31 

23 

16 

13 

10.5 

673 

Buffalo  to  Litchfield.  Ill           

55.5 

48  5 

37 

26 

22.5 

18.5 

Proportion  —  Chicago  to  Litchfield 

19  4 

16  9 

12  {' 

9  1 

7  P 

6.4 

235 

Local—  Chicago  to  Litchfield  

47 

38 

29 

20 

17 

15 

C.  F.  A.  scale.  235  miles         ..             

36 

31 

23 

16 

13 

10.5 

436 

Detroit  to  Litchfield.  111.  .  . 

45 

39 

30 

21 

18 

14 

C.  F.  A.  scale,  436  miles 

45 

39 

30 

•11 

18 

14 

235 

Proportion  —  Cnicago  to  Litchfield  
Local—  Chicago  to  Litchfield  
C.  F.  A.  scale,  235  miles 

22.5 
47 
36 

19.5 

38 
3! 

15 
29 
23 

10.5 
23 
16 

9 
18 
13 

7 
15 
10.5 

Illinois  distance  tariff,  235  miles  

51.5 

41.7 

3.'.  4 

25.9 

:0.7 

16.7 

—6  R  W 


Exhibit  A-2— Continued. 


Miles. 

1 

2 

3 

4 

5 

6 

207 

Indianapolis  to  Litchfield,  111  

37 

32 

23  5 

16 

13  5 

10  5 

C.  F.  A.  scale,  207  miles 

34 

99  5 

92  5 

15 

12  5 

10 

235 

Illinois  distance  tariff,  207  miles  , 
Local—  Chicago  to  Litchfield 

49  5 
47 

40 

38 

31 
29 

24.8 
20 

19.8 
17 

16.2 
15 

C.  F.  A  .  scale.  235  miles  

36 

31 

23 

16 

13 

10  5 

Illinois  distance  tariff,  235  miles. 

51  5 

41  7 

32  5 

25  9 

20  7 

16  7 

317 

Cincinnati  to  Litchfield,  111  
C.  F.  A.  scale.  317  miles  

40 
41 

34 
35 

25 
26 

17 

18 

15 
15 

12 
I9 

235 

Illinois  distance  tariff.  317  miles  
Local—  Chicago  to  Litchfield  

56.4 
47 

46.1 

38 

36.2 

29 

28.7 
20 

23 
17 

18.3 
15 

C.  F.  A.  scale,  235  miles 

36 

31 

23 

1C 

13 

10  5 

Illinois  distance  tariff  ,  235  miles  
New  York  to  Pana  111 

51.5 

87 

41.7 
75 

32.5 

58 

25.9 
41 

20.7 
35 

16.7 
99 

Proportion—  Chicago  to  Pana  

19  2 

16  6 

12  8 

ii 

7  7 

6  4 

202 

Local  —  Chicago  to  Pana 

47 

38 

29 

S3 

18 

15 

C.  F.  A.  scale,  202  miles  

34 

29  5 

22  5 

15 

12  5 

10 

634 

BuffalotoPana.il! 

55  5 

48  5 

37 

9  3 

99    r, 

18  5 

202 

Proportion—  Chicago  to  Pana  , 
Local  —  Chicago  to  Pana 

19.4 
47 

16  9 
38 

12.9 
29 

9.1 
23 

7.9 

18 

6.5 
15 

C.  F.  A.  scale,  202  miles 

34 

29  5 

22  5 

15 

i9  r> 

10 

408 

Detroit  to  Pana,  111  

45 

39 

30 

21 

18 

14 

C.  F.  A.  scale,  408  miles  

44.5 

38.5 

29 

20.5 

17  5 

14.5 

202 

Proportion—  Chicago  to  Pana  
Local  —  Chicago  to  Pana 

22.5 
47 

19.5 

38 

15 
29 

10.5 
23 

9 
18 

15 

C.  F.  A.  scale,  202  miles  

34 

29  5 

15 

12.5 

10 

Illinois  distance  tariff,  202  miles    .  . 

49  '•) 

40 

31 

24  8 

19  8 

16  2 

168 

IndianapolistoPana.il!  

35 

30 

22  5 

15 

13 

10 

C.  F.  A.  scale,  168  miles 

31 

96  '. 

21  5 

14 

11 

9 

Illinois  distance  tariff,  168  miles  

46  8 

37  2 

28  8 

23  3 

18  6 

15 

202 

Local  —  Chicago  to  Pana 

47 

38 

29 

23 

18 

15 

C.  F.  A  scale,  202  miles  

34 

29  5 

22  5 

15 

12.5 

10 

Illinois  distance  tariff,  202  miles 

49  5 

40 

31 

24  8 

19  8 

16  2 

277 

Cincinnati  to  Pana,  111  

40 

34 

25 

17 

15 

12 

C.  F.  A.  scale,  277  miles 

40 

34 

25 

17 

14  5 

11  5 

Illinois  distance  tariff,  277  miles  

54  1 

42 

34  3 

27  4 

21  9 

17  5 

202 

Local  —  Chicago  to  Pana      .   .. 

47 

38 

29 

23 

18 

15 

C.  F.  A.  scale,  202  miles  

34 

29  5 

22  5 

15 

12.5 

10 

Illinois  distance  tariff,  202  miles  

49.5 

40 

31 

24.8 

19.8 

16.2 

127 

New  Yoik  to  Champaign,  111  
Proportion—  Chicago  to  Champaign  
Local—  Chicago  to  Champaign  
C.  F.  A.  scale,  127  miles 

83 
14.8 
43.3 
26 

72 

12.8 
33.8 
23 

55 
9.8 
26.6 
19  5 

39 
6.9 
20 
13 

33 
5.9 
16 

10 

1 

13.7 
8  5 

584 

Buffalo  to  Champaign,  111  ' 

51 

44  5 

34 

24 

20  5 

17 

Proportion—  Chicago  to  Champaign  

15.3 

13.4 

10.2 

7.2 

6.2 

5.1 

127 

Local  —  Chicago  to  Champaign          

43  3 

33  8 

26  6' 

20 

16 

13  7 

C.  F.  A.  scale,  127  miles 

26 

23 

19  5 

13 

10 

8  5 

339 

Detroit  to  Champaign,  111  

43 

36  5 

27  5 

19 

16 

13 

C.  F.  A.  scale,  339  miles 

42 

36 

27 

18  5 

15  5 

13 

Proportion  —  Chicago  to  Champaign  

17  2 

14  6 

11 

7  6 

6  4 

59 

127 

Local—  Chicago  to  Champaign.  .. 

43  3 

33.8 

26.6 

20 

16 

13.7 

C.  F.  A.  scale,  127  miles.. 

26 

23 

19  r, 

13 

10 

8  5 

Illinois  distance  tariff,  127  miles 

43  2 

33  8 

26  6 

21  1 

16  8 

13  7 

118 

Indianapolis  to  Champaign,  111. 

3! 

26  5 

21  5 

14 

11 

C.  F.  A.  scale,  118  miles 

25 

22 

19  5 

12  5 

9  5 

0 

127 

Illinois  distance  tariff,  118  miles  
Local—  Chicago  to  Champaign 

42 
43  3 

32.9 
33  8 

26 
26  6 

20.3 
20 

16.2 
16 

13.3 

13  7 

C.  F.  A.  scale,  127  miles 

26 

23 

19  5 

13 

10 

8  5 

Illinois  distance  tariff,  127  miles  

43  2 

33  8 

26  6 

21  1 

16  8 

13  7 

228 

Cincinnati  to  Champaign,  111... 
C.  F.  A.  scale.  228  miles            

40 
35  5 

34 
30  5 

25 

23 

17 
15  5 

15 
13 

12 
10  5 

Illinois  distance  tariff.  228  miles 

50  8 

41  2 

32 

95  6 

90  5 

16  5 

127 

Local—  Chicago  to  Champaign  .  . 

43  3 

33  8 

26  6 

20 

16 

13  7 

C.  F.  A.  scale,  127  miles 

26 

23 

19  5 

13 

10 

8  5 

Illinois  distance  tariff,  127  miles  .  .  . 

43.2 

33.8 

26.6 

21.1 

16.8 

13.7 

83 


Exhibit  A-2— Continued. 


Miles. 

1 

3 

4 

5 

6 

New  York  to  Decatur,  111 

83 

7*^ 

55 

39 

33 

98 

Proportion  —  Chicago  to  Decatur  

14  8 

12  8 

9  8 

6  9 

5~9 

^ 

173 

Local—  Chicago  to  Decatur  . 

46  8 

37  2 

98  9 

99 

17 

1', 

C.  F.  A.  scale,  173  miles  

31  5 

27 

21  5 

14 

11  5 

9 

620 

Buffalo  to  Decatur,  111 

51  5 

44 

34 

24 

20  5 

17 

Proportion  —  Chicago  to  Decatur 

15  3 

13  4 

10  9 

7  9 

6  9 

5 

173 

Local  —  Chicago  to  Decatur 

46  8 

37  2 

28  9 

22 

17 

15 

375 

C.  F.  A  .  scale  ,  173  miles  
Detroit  to  Decatur,  111. 

31.5 
A* 

27 
36  5 

21  ') 
97  5 

14 

19 

11.5 

16 

9 
13 

C.  F.  A.  scale,  375  miles  

43 

36  5 

27  5 

19 

16  5 

13  5 

Proportion  —  Chicago  to  Decatur. 

17  2 

14  6 

11 

7  6 

6  4 

5  2 

173 

Local—  Chicago  to  Decatur  

46  8 

37  2 

28  9 

99' 

17 

15 

C.  F.  A.  scale,  173  miles 

31  5 

27 

21  5 

14 

11  5 

9 

153 

Illinois  distance  tariff,  173  miles  
Indianapolis  to  Decatur  111 

47.2 
31  5 

37.6 

27 

29  1 
21  5 

23.5 
14 

18.8 
11  5 

15.2 
9 

C.  F.  A.  scale,  153  miles  
Illinois  distance  tariff,  153  miles  

30 
45.6 

26 
36.1 

21 
28 

13.5 
22.7 

11 

18.2 

it. 

173 

Local—  Chicago  to  Decatur  

46.8 

37  2 

28  9 

22 

17 

15 

C    F.  A    scale,  173  miles                           

31  5 

27 

21  5 

14 

11  5 

9 

Illinois  distance  tariff  ,  173  miles  

47.2 

37.6 

29.1 

23  5 

18  8 

15  2 

263 

Cincinnati  to  Decatur.  111... 

40 

34 

25 

17 

15 

12 

C.  F.  A.  scale,  263  miles  
Illinois  distance  tariff,  263  miles 

38.5 
53  5 

33 
43  4 

?4.5 
33  8 

16.5 
27  1 

14 
21  6 

11 

17  3 

173 

Local  —  Chicago  to  Decatur,  

46.8 

37  2 

28  9 

22 

17 

15 

C.  F.  A.  scale,  173  miles 

31  5 

27 

21  5 

14 

11  5 

9 

Illinois  distance  tariff,  173  miles  

47.2 

37  6 

29  1 

23  5 

18.8 

15  2 

New  York  to  Effingham    111 

87 

75 

58 

41 

35 

29 

Proportion  —  Chicago  to  Effingham  

19  2 

16  6 

12  8 

9  1 

7  7 

6  4 

199 

Local  —  Chicago  to  Effingham 

47 

38 

'9 

20 

17 

15 

607 

C.  F.  A.  scale,  199  miles".  
Buffalo  to  Effingham  111 

33 
55  5 

28.5 
48  5 

22 
37 

15 
26 

22  5 

9.5 
18  5 

Proportion—  Chicago  to  Effingham  

19  5 

16  9 

12  9 

9  1 

7  9 

6  5 

199 

Local  —  Chicago  to  Effingham 

47 

38 

29 

20 

17 

15 

C.  F.  A.  scale,  199  miles  .... 

33 

28  5 

22 

15 

12 

9  5 

402 

Detroit  to  Kffingham,  111.  . 
C.  F.  A.  scale,  402  miles  

45 
44  5 

39 
38  5 

30 
29 

21 
20  5 

18 
17  5 

14 
14  5 

Proportion  —  Chicago  to  Effingham 

22  5 

19  5 

15 

10  5 

9 

199 

Local  —  Chicago  to  Effingham     .   .. 

47 

38 

29 

20 

17 

15 

C    F    A   scale   199  miles                                    •, 

33 

28  5 

22 

15 

12 

9  5 

Illinois  distance  tariff  ,  199  miles  

48.9 

39  5 

30  5 

24  4 

19  5 

16 

141 

Indianapolis  to  Effingham,  111 

31  5 

27 

°1  5 

14 

11  5 

9 

C.  F.  A.  scale,  141  miles  

27  5 

24 

20 

13 

10 

8  5 

199 

Chicago  to  Effingham. 

47 

38 

29 

20 

17 

15 

C.  F.  A.  scale,  199  miles    

33 

28  5 

22 

15 

12 

9.5 

Illinois  distance  tariff,  141  miles 

44  6 

35  2 

27  4 

22  2 

17  7 

14  3 

261 

Cincinnati  to  Effingham,  111    . 

40 

34 

25 

17 

15 

12 

Illinois  distance  tariff,  261  miles 

,53  4 

43  4 

33  8 

27  1 

21  6 

17  3 

199 

C  .  F  .  A  .  scale,  261  miles  .  :  
Chicago  to  Effingham  

38.5 
47 

33 
38 

24.5 
29 

16.5 
20 

14 
17 

11 

15 

Illinois  distance  tariff,  199  miles  
C.  F.  A.  scale,  199  miles  

48.9 
33 

39.5 
28  5 

30.5 
22 

24.4 
15 

19.5 
12 

16 
9  5 

New  York  to  Newton.  Ill  

83 

72 

55 

39 

33 

28 

Proportion—  Chicago  to  Newton     ... 

14  8 

12  8 

9  8 

6  9 

5  9 

5 

213 

Local—  Chicago  to  Newton.  .. 

47 

38 

29 

20 

17 

15 

C.  F.  A.  scale.  213  miles  

35 

30 

22  5 

15 

13 

10 

602 

Buffalo  to  Newton,  111 

f>l 

44  5 

34 

94 

20  5 

17 

Proportion—  Chicago  to  Newton  

15  3 

13  4 

10  2 

7  2 

6  2 

5  1 

213 

Local—  Chicago  to  Newton 

47 

38 

29 

°0 

17 

15 

397 

C.  F.  A.  scale,  213  miles  
Detroit  to  Newton,  111. 

35 
43 

30 
36  5 

22.5 

27  5 

15 
19 

13 
16 

10 
13 

C    F.  A.  scale,  397  miles  

44 

37.5 

28  5 

19  5 

17 

14 

Proportion—  Chicago  to  Newton             .   . 

21  5 

18  3 

13  8 

9  5 

8 

6  5 

213 

Local—  Chicago  to  Newton 

47 

38 

29 

20 

17 

15 

C.  F    A    ycale,  213  miles 

35 

30 

22  5 

15 

13 

10 

Illinois  distance  tariff.  213  miles... 

50.2 

40.6 

31.5 

25.2 

20.1 

16.4 

84 


Exhibit  A-2 — Concluded. 


Miles. 

1 

2 

3 

4 

5 

6 

143 

Indianapolis  to  Newton,  111. 

31  5 

97 

21  5 

14 

11  5 

9 

C    F.  A    scale,  143  miles'  

28  5 

25 

20 

13  5 

10  5 

8  5 

Illinois  distance  tariff,  143  miles 

46  6 

35  2 

27  4 

92  2 

17  7 

14  3 

°13 

Local  —  Chicago  to  Newton 

47 

38 

29 

20 

17 

15 

C    F    A    scale,  213  miles  

35 

30 

22  5 

15 

13 

10 

Illinois  distance  tariff,  213  miles  

50.2 

40.6 

31  5 

25  2 

20.1 

16 

237 

Cincinnati  to  Newton,  111. 

40 

34 

25 

17 

16 

12 

C  .  F  .  A  .  scale  ,  237  m  iles  

36 

31 

23 

16 

13 

10  5 

Illinois  distance  tariff,  237  miles                 ... 

51  5 

41  7 

32  4 

25  9 

20  7 

16  7 

213 

Local  —  Chicago  to  Newton  

47 

38 

29 

20 

17 

15 

C.  F.  A.  scale,  213  miles  
Illinois  distance  tariff,  213  miles 

35 

50  2 

30 
40  6 

22.5 
31  5 

15 
95  2 

13 
20  1 

10 
16  4 

Exhibit  A-16  is  a  schedule  showing  current  merchandise  rates  from  Detroit 
to  the  various  points  in  Illinois,  used  in  the  exhibits  in  this  case,  numbered 
from  A-l  to  A-22  inclusive.  This  schedule  is  authenticated  and  confirmed  by 
the  Pere  Marquette  R.  R.  Co. 

Exhibit  A-17  is  a  similar  schedule  authenticated  by  the  Wabash  R.  R.  Co. 

Exhibit  A-21  consists  of  schedule  showing  current  rates  from  Cincinnati, 
Ohio  and  Indianapolis,  Indiana  to  various  points  in  Illinois,  authenticated 
and  confirmed  by  the  P.  C.  C.  &  St.  L.  Ry.  Co.  and  used  in  making  compari- 
sons in  the  other  exhibits  filed  in  this  case. 


INEQUALITIES  AND  DISCRIMINATIONS  IN  ILLINOIS. 

Petitioners'  Exhibit  36  consists  of  expense  bills  over  the  Illinois  Central 
R.  R.  covering  shipments  from  Bloomington  and  Peoria  to  Panola.  From 
Bloomington  to  Panola,  21  miles,  the  rate  charged  is: 

20.68  cents  for  first  class, 

18.80  cents  for  second  class, 

15.40  cents  for  third  class, 
11.28  cents  for  fourth  class, 
9.02  cents  for  fifth  class, 

Expense  bills  from   Peoria  to   Panola,    which  is  a  distance  of   109   miles,  as 
compared  to  the  21  mile  distance,  show: 
26.32  cents  for  first  class, 
21.62  cents  on  second  class, 
17.86  cents  on  third  class, 
13.16  cents  on  fourth  class. 
Whereas  the  Commissioners'  schedule  would  be: 

40.41  cents  on  first  class, 
31.96  cents  on  second  class, 
25.47  cents  on  third  class. 

19.55  cents  on  fourth  class, 
15.64  cents  on  fifth  class. 

From  Bloomington  to  Cropsy  is  30  miles.  The  expense  bills  composing 
Exhibit  45  show  that  the  rate  charged  is: 

22.56  cents  on  first  class, 
19.74  cents  on  second  class, 
15.98  cents  on  third  class. 
11.98  cents  on  fourth  class, 
9.58  cents  on  fifth  class. 

This  is  the  same  as  the  Commissioners'  maximum. 

From  Peoria  to  Cropsey,  a  distance  of  119  miles,  a  charge  is  made  of: 

35  cents  on  first  class, 

30  cents  on  second  class, 

24  cents  on  third  class, 

17  cents  on  fourth  class,  and 

14  cents  on  fifth  class. 


85 

Whereas  the  commissioners1  maximum  is: 

42.30  cents  for  first  class, 

32.90  cents  for  second  class, 

26.03  cents  for  third  class, 

20.30  cents  for  fourth  class, 

16.24  cents  for  fifth  class. 

In  other  words,  from  Blooming-ton  to  Cropsey,  the  railroad  charges  the 
full  maximum  rate.  From  Peoria  to  Cropsey,  they  charge  in  the  first  class 
about  20  per  cent  less. 

From  Chicago  to  Cropsey  they  charge  the  commissioners'  rate.  That  is  115 
miles: 

41.36  cents  on  first  class, 

32.43  cents  on  second  class, 

25.75  cents  on  third  class, 

19.92  cents  on  fourth  class, 

15.94  cents  on  fifth  class. 

The  Pennsylvania  Railroad  makes  a  joint  rate  of: 

31.50  cents  on  first  class, 

27.00  cents  on  second  class, 

21.50  cents  on  third  class. 

14.00  cents  on  fourth  class, 

11.50  cents  on  fifth  class. 

Mr.  Keepers  testifies  on  page  474  of  the  record  that  the  rate  from  Chicago 
to  East  St^  Louis  is  exactly  the  same  as  the  rate  from  Chicago  to  Springfield; 
that  a  blanket  rate  applies  to  all  distances  between  145  to  295  miles  from 
Chicago.  The  following  would  be  the  rates  charged,  according  to  Mr. 
Keepers'  testimony,  from  Chicago  to  the  points  named: 

Chicago  to  East  St.  Louis,  292  miles  .47 
Springfield,  193  miles  .47 
Emngham,  199  miles  .47 

Pana,  202  miles  .47 

Mr.  Keepers  also  testifies  that  the  rate  from  Chicago  to  Vandalia,  247  miles, 
on  first  class  is  47,  whereas  the  commissioners"  schedule  is  52.32  and  that  the 
rate  on  fourth  class  is  23  against  26.32.  From  Bloomington  to  Vandalia, 
however,  a  distance  of  106  miles,  the  full  commissioners1  schedule  is  charged. 

Exhibit  21  is  a  local  freight  tariff  of  the  Vandalia  on  freight  shipped  out 
of  Peoria  to  various  points  in  Illinois.  This  tariff  shows  that  the  commis- 
sioners schedule  is  followed  from  Peoria,  111.,  to  Armington,  a  distance 
of  33  miles.  From  Armington  to  Arcola,  119  miles,  a  blanket  rate  is  put  in, 
and  from  Arcola  to  Farrington,  166  miles,  another  blanket  rate  is  made,  cov- 
ering all  points  between  those  two  towns.  This  rate  on  the  first  five  classes 
is  as  follows: 

29  24  16  12  10 

Whereas  the  commissioners1  schedule  is: 

46.81  37.22  28.85  23.31  18.64 

The  blanket  rate,  as  to  each  one  of  the  classes  respectively,  being  the  fol- 
lowing per  cent  lower  than  the  Illinois  commissioners'  schedule: 
38%  35%  45%  48%  46% 

Exhibit  22  is  a  freight  tariff  between  Peoria  and  Pekin,  and  stations  in 
Illinois,  Indiana  and  Wisconsin.  This  tariff  shows  that  from  Peoria  to 
Delavan  the  commissioners'  schedule  is  adhered  to,  and  from  Delavan  to 
Mattoon  a  blanket  rate  of  twenty-five  cents  is  made  on  first  class.  In  other 
words,  every  point  between  Delavan  and  Mattoon,  is  charged  twenty-five 
cents  on  first  class  freight,  regardless  of  the  distance  such  town  is  from 
Peoria.  From  Mattoon  to  Greenup  another  blanket  rate  is  made,  and  from 
Greenup  to  Olney;  then  a  blanket  rate  of  forty  cents  is  made  from  Olney  to 
Gray  ville.  These  blanket  rates  are  considerably  less  than  the  commissioners' 
schedule.  For  instance,  the  rate  to  Mt.  Pulaski  as  indicated  by  this  tariff  on 
the  first  four  classes  is: 

25  20  16  12 

The  commissioners'  schedule  for  the  same  distance  would  be: 
28.20  22.56  18.80  13.63 


86 

At  Sullivan  the  rate  indicated  by  this  tariff  on  the  first  four  classes  is: 
25  22  20  13 

The  commissioners'  schedule  for  the  same  distance  is: 
38  31  25  19 

The  same  rate  as  is  made  to  Sullivan  is  made  by  this  tariff  to  Mattoon, 
whereas  the  commissioners'  schedule  for  the  same  distance  would  be,  on  the 
first  four  classes: 

40.42  31.96  25.47  19.55 

The  same  is  true  as  to  a  good  many  other  points  indicated  in  this  tariff. 

Exhibit  41  consists  of  expense  bills  on  the  Big-  Four  Railroad.  These  ex- 
pense bills  show  that  less  than  the  commissioners'  schedule  is  charged  from 
Danville  to  Fithian  and  from  Blooming-ton  to  Fithian  and  also  show  that 
the  rate  on  flour  from  Peoria  to  Fithian,  113  miles,  is  nine  cents,  while  the 
rate  from  Blooming-ton  to  Fithian,  sixty-eight  miles,  is  9.08  cents. 

Exhibit  35  consists  of  two  expense  bills  on  the  T.  H.  &  I.  Railroad.  One 
covers  a  shipment  of  coffee  from  Decatur  to  Arcola,  a  distance  of  forty  miles. 
The  rate  charged  is  twelve  cents.  The  other  expense  bill  covers  a  shipment 
of  coffee  from  Peoria  to  Arcola,  a  distance  of  119  miles.  The  rate  charged  is 
ten  cents.  This  shipment  had  to  go  through  Decatur  in  order  to  reach  Arcola. 

(This  is  the  shipment  referred  to  by  Mr.  Brown  in  his  argument  as  consist- 
ing of  peanuts.) 

Attached  to  this  exhibit  is  the  following  letter  from  the  division  freight 
agent  of  the  T.  H.  &  1.  at  Terre  Haute,  Ind.,  to  Mr.  Geo.  W.  Mueller,  at 
Decatur,  111.: 

"TERRE  HAUTE,  IND.,  Nov.  17,  1902. 
Mr.  Geo.  W.  Mueller,  Mgr.,  Mueller,  Platt  &  Wheeland  Co.,  Decatur,  III.: 

DEAR  SIR — Referring  to  your  favor  of  November  14th.  Under  date  of 
October  14  I  wrote  to  Mr.  Grissom  that  I  had  talked  over  with  our  general 
freight  agent  the  question  of  rates  from  Decatur  to  Peoria  division  points  vs. 
rates  from  Peoria  to  same  points,  and  that  he  suggested  that  we  await  decis- 
ion of  the  Illinois  commissioners  on  the  various  questions  which  had  been 
placed  before  them  by  the  different  Illinois  associations. 

"It  is  my  understanding  that  this  decision  will  be  given  shortly,  and  in 
the  meantime  our  agent  at  Decatur  has  instructions  to  apply  the  Peoria 
rates  from  Decatur  to  points  east  of  Decatur.  As  soon  as  decision  is  arrived 
at  we  will  be  very  glad  indeed  to  go  over  this  entire  matter  with  you  with 
a  view  of  arranging  satisfactory  adjustment  to  both  you  and  ourselves. 

"Trust  this  action  will  meet  with  your  approval. 

Yours  truly. 

H.  R.  GRISWOLD, 
Division  Freight  Agent  " 

Exhibit  46  consists  of  expense  bills  of  the  Chicago  &  Alton  R.  R.  showing 
that  less  than  the  commissioners'  maximum  is  charged  from  Chicago  to 
Carlinville  while  the  full  commissioners'  maximum  is  charged  from  Spring- 
field, Bloomington,  Peoria  and  East  St.  Louis  to  Carlinville. 

Exhibit  44  shows  that  the  commissioners'  schedule  is  7iot  adhered  to  from 
either  Danville  or  Bloomington  to  Ogden,  111.  The  expense  bills  making  up 
said  exhibit  show  that  a  less  rate  is  charged  on  each  of  the  fi  ve  classes. 

Exhibit  43  consists  of  expense  bills  on  the  C.  &  E.  I.,  I.  D.  *fe  W.  and  Illi- 
nois Central.     These  expense  bills  show  that  from  Danville  to  Tuscola— fifty 
miles,  the  rate  charged  by  the  C.  &  E.  I.  on  the  first  four  classes  is: 
24  20  15  10 

The  commissioners'  maximum  for  fifty  miles  is: 
29.14  23.05  19.74  14.1 

From  Decatur  to  Tuscola,  on  the  I.  D,  &  W.  the  full  commissioners' 
schedule  is  charged.  From  Chicago  to  Tuscola  on  the  Illinois  Central  the 
distance  being  150  miles:  the  rates  charged  for  the  first  four  classes,  as  dis- 
closed by  these  expense  bills  are: 

40  23.50  17  15 

The  commissioners'  schedule  for  the  same  distance  is: 
45.12  35.72  27.72  22.56 


87 

Exhibit  42  consists  of  expense  bills  on  theC.  «fe  E.  I.  Railroad,  and  show  that 
from  Danville  to  Woodland,  the  full  commissioners'  maximum  is  charged, 
while  from  Bloomington  to  Woodland,  less  than  the  commissioners'  maximum 
is  charged.  In  other  words,  the  commissioners'  maximum  is  adhered  to, 
north  from  Danville,  and  the  rate  is  less  from  points  south  of  Danville.  This 
exhibit  also  shows  that  the  rates  from  Indianapolis  to  Woodland,  a  distance 
of  between  150  and  200  miles,  are  at  least  25  per  cent  less  than  the  ratejrfrom 
Blooming-ton  to  Woodland,  a  distance  of  91  miles 

Exhibit  50  consists  of  expense  bills  over  the  Illinois  Central  railroad  show- 
ing- that  the  rate  charged  by  that  road  from  Chicago  to  Vandalia.  a  distance 
of  247  miles,  first-class,  is  47  cents,  second-class,  38  cents,  fourth-class  23  cents, 
whereas  the  commissioners'  schedule  for  the  same  distance  is.  first-class. 
52.17  cents;  second-class.  42.3  cents,  and  fourth-class,  26  32  cents.  The  rates 
actually  charged  being  much  less  than  the  commissioners'  schedule.  The 
other  expense  bills  forming  part  of  this  exhibit  show  that  the  rates  charged 
from  Bloomington  to  Vandalia  are  the  same  as  the  commissioners"  schedule. 

Exhibit  49  consists  of  expense  bills  of  the  C.  &  E.  I.  showing  shipments 
from  Chicago  and  Bloomington  to  Cisna  Park.  The  distance  from  Chicago  to 
Cisna  Park  is  114  miles  and  the  rates  charged,  as  shown  by  these  expense 
bills  are  for  the  first  five  classes,  as  follows: 

30  25  20  13.5  12.5 

The  commissioners"  schedule  is: 

41.36  32.43  25.75  19.92  15.94 

Other  expense  bills  show  that  from  Bloomington  to  Cisna  Park  the  full 
commissioners  schedule  is  adhered  to. 

Exhibit  48  consists  of  expense  bills  of  the  Wabash  Railroad  showing  that 
from  Decatur  and  Danville  to  Bement,  the  full  commissioners'  schedule  is 
charged,  while  from  Chicago  to  Bement,  a  less  rate  is  charged  than  is  pro- 
vided for  in  the  commissioners"  schedule  for  that  distance. 

Exhibit  52  consists  of  expense  bills  on  the  T.  H.  £  I.  and  Illinois  Central 
railroads,  and  show  that  the  rate  charged  from  Peoria.  on  fourth  class,  to 
Kenney.  Illinois,  is  12  cents  as  against  15.04  cents,  the  commissioners'  schedule. 
The  fifth  class  is  9  cents,  against  12  03  cents,  the  commissioners'  schedue. 
From  Chicago  to  Kenney,  on  the  Illinois  Central  practically  the  same  rate  as 
established  by  the  commissioners'  schedule  is  charged.  From  Springfield  and 
Bloomington  to  Kenney,  the  full  commissioners'  schedule  is  charged. 

Exhibit  53  consists  of  expense  bills  over  the  C    &  A.    and  also  the  Jackson- 
ville £  St    Louis  Ry.     These  expense  bills  show  that  from  Peoria  to  Girard. 
a  distance  of  123  miles  over  the  Jacksonville  &  St.  L.  and  the  C.  P.  &  St.  L. 
railroads,  the  following  rates  were  charged: 
33.5'  27.5  16.5  13 

The  commissioners'  schedule  is: 

42.7  33.37  20.68  16.5 

From  Bloomington  to  Girard.  over  the  C.  &  A.  the  full  commissioners' 
schedule  is  adhered  to.  From  Chicago  to  Girard  over  the  C.  &  A.,  about  one 
cent  less  than  the  commissioners'  schedule  on  each  class  is  charged.  From 
Indianapolis,  Ind.  to  Girard.  the  Pennsylvania  company  makes  a  joint  rate  of 
37  cents,  32  cents,  23.5  cents,  16  cents  and  13.5  cents 

Exhibit  55  consists  of  expense  bills  over  the  T.  P.  &  W.  Ry.  showing  that 
on  fourth  class,  Peoria  to  Piper  City,  70  miles,  the  rate  charged  is  14  cents  as 
against  15.98,  the  commissioners'  schedule.  From  Chicago  to  Piper  City,  92 
miles,  practically  the  full  commissioners'  schedule  is  adhered  to,  whereas 
from  Peoria  to  Piper  City,  they  use  less  than  the  schedule. 

Exhibit  57  is  an  expense  bill  on  the  C.  R.  I.  &  P.  Ry.,  showing  that  second 
class  freight  is  transported  from  Chicago  to  Joliet  for  19  cents  while  the 
commissioners'  schedule  for  the  same  class  and  distance  is  22.56  cents.  The 
fourth  class,  as  shown  by  expense  bill  is  10  cents,  while  the  commissioners' 
schedule  is  13.63.  thus  showing  that  this  road  carries  freight  to  Joliet  at  less 
than  the  commissioners'  schedule. 

Exhibit  72  consists  of  expense  bills  over  the  C.  &  E.  I.,  which  show,  among 
other  things,  that  the  rate  on  nails  from  Decatur  to  Broadlands.  62  miles,  is 
20  cents.  From  Crawfordsville,  Indiana  to  Broadlands.  73  miles,  the  rate  is 
11  cents.  From  Danville  to  Broadlands,  32  miles,  the  rate  is  10  cents.  From 
Chicago  to  Broadlands.  155  miles,  the  rate  is  15.7  cents.  The  shipment  from 


88 


Crawfordsville  went  through  Danville  before  it  arrived  at  Broadlands,  and 
still  the  rate  is  only  one  cent  more  from  Crawfordsville  than  it  is  from 
Danville. 

(Note:  Exhibit  A-2  contains  in  it  an  interstate  rate  and  is  copied  under 
the  head  of  "Interstate  Rates  as  Compared  with  Illinois  Commissioners' 
Schedule.''  A  comparison  of  this  exhibit  so  far  as  the  proportion  of  freight 
accruing  to  Illinois  roads  and  a  comparison  of  the  local  rate  charged,  is  com- 
pared with  the  commissioners'  schedule  and  with  the  C.  F.  A.  scale,  is  im- 
portant as  bearing  upon  the  question  of  inequalities  and  discriminations  in 
Illinois.) 

Exhibit  A-23  is  as  follows: 

Exhibit  A-23. 

This  exhibit  shows,  1st.  The  percentage  the  Illinois  distance  tariff  for  276 
miles  is  higher  than  the  rates  of  the  C.  &  E.  I.  Ry.,  for  that  distance,  Chicago 
to  Mt.  Vernon,  111. 

3d.  The  percentage  the  Illinois  distance  tariff  for  276  miles  is  higher  than 
the  present  rate  from  Detroit  to  Mt.  Vernon,  474  miles. 

3d.  The  percentage  the  Illinois  distance  tariff  is  higher  for  276  miles  than 
the  rates  from  Cincinnati  to  Mt.  Vernon,  301  miles. 

The  same  comparison  is  given  for  Peoria,  150  miles  from  Chicago,  211  miles 
from  Indianapolis,  and  321  miles  from  Cincinnati 

The  same  comparison  is  given  for  Litchfield,  235  miles  from  Chicago,  and 
Cincinnati,  317  miles. 

The  same  comparison  is  given  for  Springfield,  193  miles  from  Chicago,  414 
miles  from  Detroit,  and  307  miles  from  Cincinnati. 

MT.  VERNON,  ILL. 


1 

2 

3 

4 

5 

6 

Illinois  distance  tariff  for  276  miles  

ol.l 

43.9 

34.3 

27  4 

21.9 

17.5 

C.  &  E.  I.  tariff  rates  from  Chicago    

50 

40 

30 

25 

20 

17 

Detroit  rates,  474  miles 

45 

39 

30 

21 

18 

14 

Cincinnati  rates,  301  miles  

40 

34 

25 

17 

15 

12 

The  Illinois  scale  for  276  miles  is  higher  than  the  rates  of 
the  C.  &  E.  I.  by  the  following  per  cent  
The  Illinois  scale  for  276  miles  is  higher  than  the  rates 
from  Detroit,  474  m  iles,  by  the  following  per  cent  
The  Illinois  scale  for  276  miles  is  higher  than  the  rates 
from  Cincinnati,  301  miles,  by  the  following  per  cent  .  .  . 

8 
20 
35 

10 
12 

* 

14 
14 
37. 

10 
30 
61 

10 
21 

46 

25 
45 

PEORIA.   ILL. 


Illinois  distance  tariff  for  150  miles  

45.1 

35.7 

27  7 

22.5 

18 

14  5 

Tariff  rates  from  Chicago     .... 

40 

32 

24 

18 

14 

12 

Indianapolis  rates,  211  miles  

31.5 

27 

21.5 

14 

•   11.5 

9 

Cincinnati  rates,  321  miles                       

40 

34 

25 

17 

15 

12 

The  Illinois  scale  is  higher  than  the  tariff  rates  from  Chi- 
cago, by  the  following  per  cent  

12 

11 

15 

25 

28 

20 

The  Illinois  scale  for  150  miles  is  higher  than  the  rates 
from  Indianapolis,  211  miles,  by  the  following  percent.. 
The  Illinois  scale  for  150  miles  is  higher  than  the  rates 
from  Cincinnati,  321  miles,  by  the  following  percent.  .. 

43 
12 

32 
5 

28 
10 

60 
32 

56 
20 

61 
20 

LITCHFIELD,    ILL. 


1 

2 

3 

4 

5 

6 

The  Illinois  distance  tariff  for  285  miles 

51  5 

41  7 

32  5 

25  9 

20  7 

16  7 

Tariff  rates  from  Chicago  

47 

38 

29 

23 

18 

15 

Cincinnati  rates,  317  miles  ....          

40 

34 

25 

17 

15 

12 

The  Illinois  scale  for  235  miles  is  higher  than  the  rates 

from  Chicago  by  the  following  percent  
The  Illinois  scale  for  235  miles  is  higher  than  the  rates 

9 

9 

12 

12 

15 

11 

from  Cincinnati,  317  miles,  by  the  following  per  cent.  .. 

29 

22 

30 

51 

38 

39 

89 

SPRINGFIELD,    ILL. 

Illinois  distance  tariff  for  193  miles        

48  6 

39  1 

30  2 

24  2 

19  4 

15.8 

I  C  tariff  rates  from  Chicago 

47 

38 

29 

99 

17 

15 

Detroit  rates,  414  miles                      

45 

39 

30 

21 

18 

14 

Cincinnati  rates   307  miles  .                                 .                 ... 

40 

34 

25 

17 

-15 

12 

The  Illinois  scale  lor  193  miles  is  higher  than  the  rates 
from  Chicago  by  the  following  per  cent  
The  Illinois  scale  for  193  miles  is  higher  than  the  rates 
from  Detroit   414  miles    by  the  following  per  cent 

3 

g 

3 

4 

10 
15 

14 

7 

12 

The  Illinois  scale  for  193  miles  is  higher  than  the  rates 
from  Cincinnati,  307  miles,  by  the  following  per  cent.  .. 

21 

12 

20 

42 

29 

31 

Exhibit  A-20,  exclusive  of  the  tariff  which  is  a  part  thereof,  shows  that  on 
the  B.  &  O.  S.  W.  from  East  St.  Louis,  that  road  has  practically  adopted  the 
C.  F.  A.  scale  in  Illinois.  Said  exhibit  is  as  follows: 


Exhibit  "A-20." 
BALTIMORE  &  OHIO  SOUTHWESTERN  R.  R.  Co. 

B.  &  O.  S.  W.  R.  R.  joint  freight  tariff  H-1972,  East  St.  Louis  to  various 
points  in  Illinois,  Indiana,  Michigan,  etc.  Also  statement  showing  compari- 
son of  rates  from  East  St.  Louis  to  various  Illinois  points  on  the  B.  &  O.  S. 
W.  R.  R.  vs.  Central  Freight  Association  scale  and  Illinois  distance  tariff 
rates,  for  like  distances. 


Miles. 

1 

2 

3 

! 

5 

6 

East  St.  Louis  to  Huey,  111  

50 

12 

11.5 

10.5 

8.5 

7.5 

6.5 

C.  F.  A.  scale,  50  miles        ..        

50 

12 

11  5 

10  5 

8  5 

7  5 

6  5 

Illinois  distance  tariff  . 

50 

29  1 

23  5 

19  7 

14  1 

11  3 

9  6 

East  St.  Louis  to  Bannisters,  111 

73 

19  5 

18  5 

17 

11 

8  5 

7  5 

C.  F.  A.  scale  

73 

18 

16 

15 

10  5 

8 

7 

Illinois  distance  tariff  .             .... 

73 

33  8 

28  2 

23  5 

16  4 

13  2 

11  3 

East  St.  Louis  to  Flora,  111 

93 

23 

22 

18 

12 

9 

8 

C.  F.  A.  scale 

93 

23 

22 

18 

12 

9 

8 

Illinois  distance  tariff  
East  St.  Louis  to  Lawrence  ville... 

93 
138 

37.6 
27.5 

30.5 
24 

24.6 
20 

18.3 
13 

14.7 
10 

12.2 

8.5 

C.  F.  A.  scale        

138 

27  5 

24 

20 

13 

10 

8.5 

Illinois  distance  tariff 

138 

44  2 

34  8 

27  2 

21  8 

17  4 

14  1 

Exhibit  A-6,  exclusive  of  the  tariff  which  is  made  a  part  thereof,  shows 
that  the  Vandalia  road  has  practically  adopted  the  C.  F.  A.  scale  in  the 
transaction  of  its  business  in  Illinois  east  from  East  St.  Louis.  Said  exhibit 
is  as  follows: 


90 

Exhibit  "A- 6." 
VANDALIA  LINE. 

Vandalia  Line  joint  freight  tariff  No.  1851.  Also  statement  showing  com- 
parison of  rates  on  the  first  six  classes  from  East  St.  Louis  to  points  on  the 
above  line  vs.  Central  Freight  Association  scale  and  Illinois  distance  tariff 
rates  for  like  distances. 

VANDALIA    KAILROAD. 


Miles. 

1 

2 

3 

4 

5 

6 

East  St.  Louis  to  Greenville 

51 

22 

20 

16 

10 

8 

6 

C.  F.  A.  scale  

51 

13 

12.5 

11 

9 

7 

6  5 

Illinois  distance  tariff          

51 

30 

24  4 

20  7 

14  6 

11  6 

10  3 

East  St.  Louis  to  Ettingham    

101 

27  5 

25 

20 

12 

10 

g 

C.  F.  A.  scale  .... 

101 

24  5 

22 

19  5 

I9  5 

9 

g 

Illinois  distance  tariff  
East  St.  Louis  to  Casey  . 

101 
134 

39.5 
29 

31.5 

26 

25.5 
21 

19.2 
12  5 

15.3 
10  5 

12.7 

8  5 

C.  F.  A.  scale        

134 

27  5 

24 

20 

13 

10 

8  5 

Illinois  distance  tariff  

134 

43.7 

34  3 

26  9 

21  4 

17  1 

13  9 

East  St.  Louis  to  Dennison 

158 

30 

26 

22 

13 

11 

8  5 

C  F   A    scale 

158 

30 

26 

91 

13  n 

11 

9 

Illinois  distance  tariff 

158 

46 

36  5 

25  3 

22  9 

18  3 

14  7 

.  Exhibit  A-5  shows  that  the  Clover  Leaf  route  has  practically  adopted  the 
C.  F.  A.  scale  in  the  transaction  of  its  business  from  East  St.  Louis  to  points 
in  Illinois.  Said  exhibit,  exclusive  of  the  tariff  forming  a  part  thereof,  is  as 
follows: 

Exhibit  "A-5." 
TOLEDO,  ST.  Louis  &  WESTERN  RY. 

Toledo,  St.  Louis  <fc  Western  Ry.  Tariff,  G.  F.  D.  No.  454.  Also  statement 
showing  comparison  of  rates  on  the  first  six  classes  from  East  St.  Louis  to 
various  points  on  that  line  vs.  the  Central  Freight  Association  scale  and  Illi- 
nois distance  tariff  rates  for  like  distances. 


TOLEDO,    ST.    LOUIS    &    WESTERN    KY 


Miles. 

1 

2 

3 

4 

5 

6 

East  St.  Louis  to  Alhambra  . 

32 

90 

18 

15 

10 

6 

C.  F.  A.  scale    . 

32 

8  5 

8  5 

8 

7  5 

6  5 

5  5 

Illinois  distance  tariff  
East  St.  Louis  to  Ramsey 

32 

72 

24.4 
20 

20.7 

18 

16.9 
15 

12.7 
10  5 

10.1 

8 

8.5 

7 

C.F.A.scale  

72 

18 

16 

15 

10  5 

8 

7 

Illinois  distance  tariff 

72 

OO     G 

28  2 

23  5 

16  4 

13  2 

11  3 

East  St.  Louis  to  Stuardson  . 

101 

26 

23 

19  5 

13 

10 

8  5 

C.  F.  A.  scale 

101 

°4  5 

22 

19  5 

12  5 

9 

g 

Illinois  distance  tariff  

101 

39  5 

31  5 

25  2 

19  2 

15  3 

12  7 

East  St.  Louis  to  Charleston  !  

132 

27.5 

24 

20 

13 

10 

8.5 

C.  F.  A.  scale  

132 

27.  ft 

24 

20 

13 

10 

8  5 

Illinois  distance  tariff 

132 

43  7 

34  3 

26  9 

21  4 

17  1 

13  9 

East  St.  Louis  to  Ridge  Farm 

173 

31  5 

27 

21  5 

14 

11  ,") 

9 

C.  F.  A.  scale 

173 

31  5 

27 

21  5 

14 

11  5 

9 

Illinois  distance  tariff  

173 

47  2 

37  6 

29  1 

23  5 

18  8 

15.2 

91 


Exhibit  "A-4"  shows  that  the  Big-  Four  Railway  Co.,  on  its  business  from 
East  St.  Louis,  Alton  and  East  Alton,  111.,  to  other  stations  in  Illinois,  has 
practically  adopted  the  C.  F.  A.  scale.  Said  exhibit,  exclusive  of  the  tariff 
which  forms  a  part  thereof,  is  as  follows: 

Exhibit  "A-4." 
CLEVELAND,  CINCINNATI,  CHICAGO  &  ST.  Louis  RY.  Co. 

C.  C.  C.  &  St.  L.  Tariff  X-1131  and  amendments.  Also  statement  showing 
comparison  of  rates  on  the  first  six  classes,  from  East  St.  Louis  to  points  on 
their  line  in  Illinois  vs.  Central  Freight  Association  scale  and  Illinois  distant 
tariff  rates  for  like  distances. 

c.  c,  c.  &  ST.  L.  KY. 


Miles. 

1 

2 

3 

4 

5 

6 

E.  St.  Louis  to  Bethalto         

25 

18  6 

16  6 

13  8 

9  2 

7  2 

6 

C.  F.  A.  scale 

25 

7  5 

7  5 

7  5 

7 

5  5 

4 

Illinois  distance  tariff    

25 

20  7 

18  8 

V) 

11  3 

9 

7  5 

E.  St.  Louis  to  Litchfield  .. 

55 

22 

20 

16 

10 

g 

6 

C.  F.  A.  scale 

13 

12  5 

11  5 

9 

7  5 

6  5 

Illinois  distance  tariff  

55 

30 

24  4 

20  7 

14  6 

11  6 

10  3 

E.  St.  Louis  to  Pana 

95 

25 

22  5 

19 

11 

9 

7  5 

C.  F.  A.  scale         

95 

23 

9') 

18 

12 

9 

8 

Illinois  distance  tariff 

95 

37  6 

30  5 

24  6 

18  3 

14  7 

I9  2 

E.  St.  Louis  to  Mattoon 

133 

27  5 

95 

90 

12 

10 

8 

C.  F.  A.  scale  

133 

27  5 

24 

20 

13 

10 

8  5 

Illinois  distance  tariff          .... 

133 

43  7 

34  3 

•'6  9 

91  1 

17  4 

13  9 

E.  St.  Louis  to  Ashmore        

153 

29 

26 

21 

13 

10  5 

8  5 

C.  F.  A.  scale 

153 

30 

26 

21 

13  5 

11 

9 

Illinois  distance  tariff  

153 

45  6 

36  1 

28 

22  7 

18  2 

14  5 

E.  St.  Louis  to  Paris  

170 

30 

26 

22 

13 

11 

8  5 

C.  F.  A.  scale                                           ...   . 

170 

31 

26  5 

21  5 

14 

11 

9 

Illinois  distance  tariff  

170 

46  8 

37  2 

28  8 

23  3 

18  6 

15 

E.  St.  Louis  to  Danville 

207 

33 

30 

23 

15 

12 

10 

C.  F.  A.  scale  

207 

34 

29  5 

22  5 

15 

12  5 

10 

Illinois  distance  tariff 

207 

49  5 

40 

31 

24  8 

19  8 

16  2 

Exhibit  "40"  consists  of  expense  bills  on  the  Santa  Fe  R.  R. ,  showing  that 
from  Peoria  to  Long  Point,  50  miles,  the  rate  charged  on  flour  is  ten  cents. 
From  Bloomington  to  Long  Point,  45  miles,  the  rate  on  flour  is  thirteen  cents. 

COMMODITY  RATES  AND  SPECIAL  RATES. 

An  enormous  number  of  commodity  tariffs  was  introduced  not  only  by  the 
petitioners  in  the  original  hearing  but  by  the  respondents  themselves.  These 
are  so  numerous  that,  without  taking  more  space  than  could  be  allotted  in  an 
abstract  of  this  kind,  a  comparison  of  all  cannot  be  made.  A  few  will  be  here 
referred  to  in  order  to  show  the  general  character  of  the  remainder. 

Petitioners'  exhibit  15  is  a  commodity  tariff  on  the  C.  &  A.  R.  R.  Co.  The 
rate  from  Chicago  to  Lexington,  in  group  2,  is  31  cents,  while  the  Commis- 
sioners'' schedule  would  be  42  77  cents,  a  difference  of  27  per  cent.  In  group 
4.  the  rate  made  by  this  tariff  is  16  cents,  while  the  Commissioners'  schedule 
would  be  20.68  cents,  a  difference  of  22  per  cent. 

In  group  2,  the  rate  to  Atlanta  is  32  cents,  as  against  45.59  cents,  Commis- 
sioners' schedule,  making  a  difference  of  29  per  cent.  In  group  4,  the  rate 
charged  is  17  cents  as  against  the  Commissioners'  schedule  of  22.74  cents, 
making  a  difference  of  32  per  cent. 

In  group  2,  the  rate  to  Carlinville  is  32  cents,  as  against  50.19  cents,  Com- 
missioners'' schedule,  making  a  difference  of  32  per  cent.  In  group  4,  the  rate 
is  17  cents  as  against  the  Commissioners'  schedule  of  25.19  cents,  making  a 
difference  of  32  per  cent. 


92 


This  tariff  shows  that  for  73  miles,  the  commodity  rates  mentioned  therein 
are  16  per  cent  less  than  the  Commissioners'  schedule;  for  126  miles,  27  per 
cent  less:  for  156  miles,  29  per  cent  less;  and  for  223  miles,  32  per  cent  less 
than  the  Commissioners'  schedule. 

Exhibit  16  is  also  a  C.  &  A.  tariff  on  special  commodities  from  Peoria  to 
stations  named.  The  rates  charged  therein  are  from  11  to  15  per  cent  lower 
than  the  Commissioners'  schedule. 

Petitioners'  exhibit  14  is  also  a  tariff  of  the  C.  &  A.  from  East  St.  Louis. 
At  124  miles,  the  rates  charged  are  27  per  cent  and  23  per  cent  less  than  the 
Commissioners'  schedule;  at  154  miles,  the  rate  charged  is  29  per  cent  less 
than  the  schedule;  at  219  miles,  the  rate  is  32  per  cent  less  than  the  schedule. 

Petitioners'  exhibit  88  is  local  merchandise  tariff  of  the  C.  &  E.  I.  Railroad 
Co.  This  shows  that  the  C.  &  E.  I.  is  carrying  freight  at  less  than  the  Com- 
missioners' schedule. 

A  comparison  of  the  Commissioners'  schedule  with  the  rates  charged  in  this 
tariff,  is  as  follows: 


Miles. 

1st 
class. 

2nd 
class. 

3rd 
class. 

4,h 

class. 

5th 
class. 

C.  &  E.  I                                                           ... 

30 

20 

15 

12 

10 

9  5 

Commissioners'  schedule    

30 

22.56 

19.  7* 

15.98 

11  98 

9  58 

C   &  E   I 

50 

25 

22 

19  5 

12  5 

11  2 

Commissioners'  schedule    

50 

29  14 

23  50 

19  74 

14  10 

11  28 

C.  &  E.  I  

77 

30 

25 

20 

13 

12  5 

Commissioners'  schedule  

77 

34.78 

29.14 

23.78 

16.92 

13.5 

C.  &  E.  I 

99 

30 

25 

20 

13 

12  5 

Commissioners'  schedule  
C.  &  E.  I  

99 
123 

38.54 
30 

31.02 
25 

24.90 
20 

18.8 
13.5 

15.04 
12  5 

Commissioners'  schedule       ... 

123 

42  77 

33  37 

26  32 

20  68 

16  54 

C.  &  E.I                :  

142 

40 

30.5 

23.5 

15  7 

15 

Commissioners'  schedule 

142 

44  65 

35  25 

27  44 

22  18 

17  74 

In  addition  to  the  regular  tariff  rates  as  indicated  above,  page  4  contains  a 
list  of  special  commodities  which,  as  compared  with  the  Illinois  schedule,  are 
as  follows: 


Group  1.  Group  2.1  Group  3. 


C.  &  E.  I. 

o2  50 

33  50 

37  50 

Commissioners' 

schedule 

48  88 

52  17 

58  28 

The  above  is  on  first  class  freight. 
On  second  class  freight,  the  rates  as  indicated  by  this  tariff  are  as  follows: 


Group  1. 

Group  2. 

Group  3. 

C.  &  E.  I..               ...                              

24  50 

25  00 

27  00 

Commissioners1  schedule 

39  48 

42  33 

47  94 

On  third  class,  the  comparisons  are  as  follows: 


Group  1. 

Group  ?. 

Group  3 

C.  &  E.  I 

94  50 

25  00 

27  00 

Commissioners'  schedule  ..        .          .... 

30  54 

32  90 

38  07 

93 


Exhibit  20,  T.  P.  &  W.  special  tariff,  shows  that  that  road  carries  between 
Peoria  and  Fairbury,  a  distance  of  59  miles,  under  the  Commissioners'  schedule, 
and  from  Fairbury  to  Effner,  111  miles  from  Peoria,  a  blanket  rate  is  established 
which  is  just  1  cent  higher  than  the  rate  to  Fairbury  for  59  miles.  Going-  in 
the  other  direction,  the  Commissioners"  schedule  is  charged  from  Peoria  to  La 
Harpe,  a  distance  of  89  miles,  and  from  La  Harpe  to  the  end  of  the  line,  126 
miles  from  Peoria,  a  blanket  rate  of  just  1  cent  higher  than  the  rate  for  89 
miles  is  charged. 

For  the  distances  at  which  blanket  rates  are  established,  this  tariff  shows 
the  following: 

COMPARISON  OF  RAILROAD   AND   WAREHOUSE   COMMISSION'S    RATES  AND  T.  P. 

&  W.  RATES. 


111  MILES. 

1st 

2nd 

3rd 

4th 

5th 

Commissioners'  rate 

41.36 
31 

32.43 
26 

25.75 
22 

19.92 
14 

15.94 
11 

T.,  P.  &  W.  rate  

Per  cent 

10.36 
25 

6.43 
19.8 

3.75 

MH 

5.92 
29.7 

4.94 
31 

125  MILES. 

1st 

2nd 

3rd 

4th 

5th 

Commissioners'  rate 

42.77 
37 

5.77 
13^ 

33.37 
28 

5.37 
16 

26.32 
24 

2.32 

8J 

20.68 
19 

1.68 
8 

16.54 
14 

2.54 
15.3 

T.,  P.  &  W.  rate.        .                   

Per  cent 

Petitioners'  Exhibit  77  shows  the  jobbers'  rates  from  Bloomington,  111,,  on 
the  L.  E.  &  W. .  as  furnished  by  the  agent  of  that  road  at  Bloomington.  As 
an  illustration  of  the  difference  in  percents,  between  the  rates  given  in  this 
exhibit  and  the  Commissioners'  schedule,  reference  may  be  had  to  the  first 
city  named  in  said  exhibit,  being  Peoria.  The  distance  from  Peoria  to  Bloom- 
ington is  41  miles. 


1st 
class. 

2nd 
class. 

3rd 
class. 

4th 
class. 

5th 
class. 

6th 
class. 

Jobbers'  rates  

20 

17 

14 

10 

8 

6 

Commissioners'  schedule 

28  20 

22  56 

18  80 

13  63 

10  90 

9  4( 

Per  cent  difference  

29 

24 

25 

27 

26 

31 

Exhibit  78  consists  of  rates  quoted  by  the  local  freight  agent  of  the  Big 
Four  Railroad  Co.  at  Bloomington.  The  same  comparison  being  made  as  was 
done  with  exhibit  77.  The  first  city  named  is  Danville,  a  distance  of  80  miles 
from  Bloomington,  and  the  rates  charged  are  as  follows: 


1st 

class. 

2nd 
class. 

3rd 
class. 

4th 
class. 

5th 
class. 

Rates  in  examination 

23  50 

21  50 

18  50 

12  50 

9  5( 

Commissioners'  schedule  

34  78 

29  14 

23.78 

16.92 

13.5! 

Per  cent  difference             

32 

26 

22 

26 

33 

94 

It  will  be  remembered  that  in  the  two  preceding-  exhibits  only  one  illustra- 
tion is  g-iven  out  of  24  on  the  L.  E.  &  W.  and  26  on  the  Big-  Four,  all  of  which 
will  figure  about  the  same  as  the  above. 

Mr.  Cook,  the  General  Freight  Agent  of  the  C.  &  E.  I.  Railroad  Company, 
offered  in  evidence  Exhibit  A-l  to  his  testimony,  which  shows  commodity 
rates  to  Mt.  Vernon,  111.,  on  60  or  70  different  commodities.  A  comparison  of 
these  rates  with  the  Illinois  Commissioners'  schedule  will  show  that  they  are 
from  21  to  31  per  cent  less  than  the  Commissioners's  schedule.  It  must  be  re- 
membered in  this  connection  that  the  C.  «fe  E.  I.  makes  this  commodity  rate, 
notwithstanding  the  fact  that  it  carries  all  of  its  freight  at  less  than  the 
Commissioners'  schedule.  The  number  of  commodity  tariffs,  as  before  stated, 
is  very  large,  but  the  percentage  at  which  the  freight  is  transported  under 
said  tariffs,  will  be  found  to  run  much  lower  than  the  illustrations  above 
given,  for  the  reason  that  special  tariffs  are  made  on  coal,  lumber,  stone, 
brick,  sand,  iron,  etc.,  which  will  make  the  percentage,  as  a  whole,  a  great 
deal  in  excess  of  the  figures  here  quoted.  In  connection  with  the  commodity 
tariffs,  and  special  rates  made  with  the  railroads,  attention  is  directed  to  the 
testimony  of  the  general  freight  agents  of  the  various  respondents,  which 
will  be  found  abstracted  in  another  portion  of  this  volume,  in  which  they  all 
state  that  no  freight  is  being  carried  by  them  in  the  State  of  Illinois  at  a  loss, 
whether  it  be  under  commodity  tariffs  or  otherwise. 

OLD  TESTIMONY. 

3  Wm.  Kilpatrick.  Secretary,  Railroad  and  Warehouse  Commission. 

Only  one  road  that  I  remember  of,  the  C.  M.  &  St.  P.,  has  filed  copies  of 
their  published  rate  of  fare  for  passengers  and  tariff  for  freight  issued 
for  the  government  of  their  agents  during  the  past  year. 

4  I  have  no  information  as  to  the  actual  rates,  neither  of  freight  nor  pas- 
senger, that  are  being  charged  in   the   State  of   Illinois.     The  railroads 
have  not  furnished  me  with  that  information. 

50  A.  C.  Bird,  third  vice  president,  C.  M.  &  St.  P.  Ry.,  in  speaking  of  joint 
tariffs,  states:     "When  the  eastern  lines  issue  these  rates,  they  are  on  the 
basis  which  they  wish  to  enforce,  and  when  they  are   presented   to  their 

51  western  connection  two  questions  arise,  first,  as  to  the  acceptance  of  the 
through  rates  themselves,  and,  second,  as  to  the  division  of  those  rates. 
The  question  as  to  whether  they  yield  to  the   St.    Paul   Company   the 
amount  of  money  which  it  requires  for  its  services  and  how  the  rate  shall 
be  divided  even  if  it  is  an  agreeable  rate. 

69  W.  N.  Dodge,  manager  of  the  freight  department,  Sprague,  Warner  & 
Co.,  in  speaking  of  exhibit  93,  states  that  on  the  exhibit  referred  to,  are 
included  some  special  rates.     He  states:     "I  am  making  no  complaint  of 
the  special  rates,  only  that  they  are  not  low  enough."1 

70  The  Chairman — What  are   these  special  rates  you  talked  about  —that  you 
didn't  complain  about  except  that  they  are  not  low  enough? 

A.  There  are  some  tariffs  issued  by  some  of  the  Chicago  roads  for  rates  on 
certain  goods  from  Chicago  to  certain  points  in  Illinois,  which  are  not.  the 
classification  and  tariff,  which  are  not  the  regular  classification. 

Q.     Is  that  something  special  to  your  house? 

A.     No,  sir,  it  is  to  everybody  shipping  goods  out  of  Chicago. 

Q.  Is  it  a  different  rate  from  that  given  to  people  shipping  goods  from 
other  places  in  the  State? 

A.  No,  sir,  any  one  who  ships  the  same  goods  in  the  same  way,  has  the 
same  rate. 

Q.     From  anywhere  in  the  State? 

A.    They  do  not  apply  from  all  over  the  State — they  are  rates  from  Chicago 

to  certain  points. 
71.     (Examination  further  conducted  by  Mr.  Dawes.) 

Q.  Weren't  those  rates  made  by  a  joint  action  between  the  railroads  and  a 
committee  of  shippers? 

A.     Yes,  sir. 

Q.     You  were  on  that  committee? 

A.     Yes,  sir. 


95 

Q.     Rates  were  satisfactor}^,  were  they  not? 

A.     Yes.  sir. 

Q.  Were  they  not  made  for  the  purpose  of  meeting-  this  competition  which 
is  now  complained  of  from  Terre  Haute.  Indianapolis,  Cincinnati,  so  that 
Chicago  could  meet  them? 

A.     They  were. 

The  Chairman.  They  were  not  made  to  cover  any  other  city  or  part  erf  the 
State  except  Chicago? 

A.  No,  sir,  but  they  are  just  like  the  tariffs  which  have  been  issued  by 
some  of  the  roads  out  of  Blooming-ton  and  other  towns  in  the  State,  some 
of  which  are  in  evidence  here  before  the  commission  today.  Been  placed 
here  today. 

Mr.  Dawes— Suppose  these  special  rates — special  tariffs  were  cancelled  and 
a  uniform  tariff  for  Illinois,  or  distance  tariff  were  established,  would  it  be 
satisfactory  to  you? 

A.     Provided  it  was  what  should  be  considered  a  reasonable  tariff. 
72     Q.     I  mean  a  reasonable  tariff,  of  course,  exactly    equal  to  everybody,  on 
a  mileag-e  basis,  so  that  the  town  of  Quincy  could  compete  with   Chi- 
cago and  all  this  territory  here? 

A.     Certainly. 

Q.  Would  the  city  of  Chicag-o  be  satisfied  to  have  these  special  tariffs  can- 
celled and  a  uniform  tariff  on  a  strict  mileag-e  basis,  no  commodity  rates  put 
in? 

A.     If  it  was  a  reasonable  tariff,  yes  sir. 

138  A.  C.  Bird,  called  on  beiialf  of  the  respondents. 

139  For  the  last  two  or  three  years,  have  been  third  vice  president  of  the  St. 
Paul,  in  charg-e  of  all  traffic.     (Beginning  with  page  139.    Mr.  Bird  gives 

the  methods  and  history  of  the  interstate  rates).  (When  asked  what  would 
be  the  effect  of  a  reduction  in  Illinois.  Mr.  Bird  states:)  If  you  are  speaking 
wholly  with  reference  to  rates  on  traffic  between  points  in  Illinois,  I  can't 

answer  that  question. 

154  I  don't  know  what  proportion  of  the  traffic  of  Illinois  is  carried  on  the 
maximum  scale.  We  know  by  our  annual  reports  of  all  the  roads  in  the 
State  that  their  operations  are  so  much  and  their  results  so  much.  It  is 
mixed  up  with  the  interstate  traffic  and  can't  be  separated.  But  we  know 
that  a  very  large  tonnage — a  preponderance  of  the  tonnage,  is  carried  at  less 
than  the  maximum  rate.  They  are  carried  there  to  equalize  as  far  as  possible 
the  conditions  which  have  grown  up  east  and  west,  and  the  rates  have  been 
made  in  favor  of  the  concentration  of  property  from  various  sources  of  sup- 
ply to  jobbing  and  manufacturing  centers,  and  I  don't  know  what  percentage 
of^the  traffic  of  the  State  has  been  carried  at  a  maximum  rate.  So  I  can't 
answer  the  question  as  to  what  would  be  the  result  of  the  maximum  scale, 
not  knowing  what  the  reduction  would  be  nor  how  much  of  the  traffic  it 

would  apply  to. 

157     The  Iowa  tariff  defeated  the  earnings  on  State  traffic,  and  its  effect  upon 

all  manner  of  interests,  except  the  jobbers  in  certain  restricted  territory, 

was  very  bad.     There  are  a  less  number  of  industries  in  Iowa  today,  west  of 

the  Mississippi  river,  than  there  were  in  1888   when   that  tariff   was  put  in. 

They  have  gone  out.   Scarcely  any  large  manufacturing  interests  in  Iowa. 
164     Q.     Now,  while  you  have  adduced  that  most  of  the  Illinois  rates  are  be- 
low the  tariff,  what  would    be  the  effect    of   embodying    those    reduc- 
tions into  laws — that  is,  preventing  you  from  placing  them  in  other  locals? 
A.     I  don't  understand  that. 

Q.  Is  is  necessary,  in  order  to  do  business  at  living  rates,  under  the  Illi- 
nois schedule,  to  maintain  the  rates — that  is,  the  commissioners'  rates,  as  es- 
tablished, as  the  maximum,  while  in  other  localities  you  can,  owing  to  con- 
ditions, reduce  them  below? 

A.  I  think  that  is  true — in  fact  I  know  from  experience  that  some  com- 
munities are  well  served  and  satisfied  with  the  payment  of  the  maximum 
scale  of  rates,  and  other  communities  that  prove  and  demonstrate  that  the 
application  of  that  scale  puts  them  out  of  the  game — out  of  the  market,  be- 
cause not  for  any  other  interest  at  that  place  or  near  by,  but  some  other  town 
that's  a  rival.  It  cannot  compete — it's  got  to  pay  the  same  rates  north  or 
south  or  east  or  west— it  must  have  some  rate  of  equality. 


96 

165     And  because  you  have  got  a  rate  below  the  commissioners'  tariff  to  one 
community,  it  does  not  follow  that  you  can  give  it  to    another,  does    it? 
A.     Why,  we  have  the  right  to  give  it  to  one  community  under  such  circum- 
stances, we  have  the  right  to  give  it  to  another. 

Q.  The  right — I  don't  mean  the  power,  but  I  mean,  can  you  do  it — are  the 
circumstances  so  similar? 

A.     That's  what  I  wanted  to  say — that  circumstances  are  not  similar  and 
there's  no  call  for  it,  and  all  were  put  on  that  basis  of  rates,    that    wouldn't 
do — we  couldn't  do  it  at  all. 

170  Q.     The  rates  from  Indiana  and  Ohio  points  to  points  in  Illinois,  are  not 

they  fixed  by  the  voluntary  agreement  on  the  part  of  the  railroads? 

A.     Not  all  of  the  railroads  are  included  in  that  voluntary  agreement. 

Q.     A  great  many  of  them  are? 

A.     The  lines  east  of  the  Illinois  line  are  generally  agreed  upon  those  rates. 

Q.     Don't  the  lines  west  of  the  Illinois  lines  join  them  in  those  rates? 

A.  Under  protest  largely,  excepting  where  the  line  through  Ohio  and  In- 
diana, is  the  controlling  line  clear  through  to  some  point  in  the  middle  or 
western  part  of  the  State.  Those  roads  do  adopt  those  rates. 

Q.  Well,  it's  true,  is  it  not,  that  the  Illinois  lines  do  concur  in  those  rates 
from  Ohio  and  Indiana  points  to  Illinois  points? 

A.  The  lines  that  are  partly  in  Illinois  and  are  controlled  by  the  eastern 
or  middle  states  lines  do  do  so. 

Q.     Don't  other  lines  do  so? 

A.     Under  protest  more  or  less — always  under  protest  or  objection. 

171  Q.     From  Bloomington  to  Lincoln,  Mr.  Bird,  a  distance  of   thirty  miles, 

the  first  class  rate  is  22.56  and  the  fourth  class  is  11.98,  and  from 
Indianapolis  to  Lincoln,  over  the  Pennsylvania  and  Alton,  a  distance  of  186 
miles,  first  class  is  31.12  and  fourth  class  14.  It  is  six  times  the  distance  and 
a  little  over,  from  Indianapolis  to  Lincoln,  than  it  is  from  Bloomingon  to 
Lincoln,  and  the  first  class  rate,  Bloomington  to  Lincoln,  is  22.56;  do  you  say 
the  rate  from  Bloomington  to  Lincoln  is  a  reasonable  rate? 

172  A.     I  think  it  is. 

Q.     And  you  think  the  rate  from  Indianapolis  to  Lincoln  is  right? 

A.  I  think  it  is  unreasonably  low.  I  don't  think  the  roads  of  Illinois 
could  operate  under  that  schedule. 

Q.  You  know  that  the  Chicago  &  Alton  does  join  the  Pennsylvania  on  a 
joint  tariff,  under  that  basis? 

A.  Wherever  there  is  a  short  line  in  the  Chicago  &  Alton  territory,  with- 
out creating  any  new  conditions,  will  participate  in  those  rates  because  after 
long  trial  and  refusal  to  participate  they  found  the  trunk  lines  were  ignoring 
them  and  sending  their  more  valuable  business  away  from  there. 

Q.  They  do  take  the  business  on  that  basis  although  they  don't  like  to  do 
it? 

A.  They  do — I  suppose  they  do— it  depends  on  what  division  they  get  on 
that  rate.  It  is  a  matter  largely  of  divisions.  The  mere  statement  of  the 
rate  from  Indianapolis  to  Lincoln  don't  tell  the  story  as  to  what  the  Alton  is 
doing.  It  depends  upon  how  much  the  Alton  can  get  out  of  that  rate. 

Q.  If  Indianapolis  jobbers  get  seven  per  cent  less  than  the  New  York- 
Chicago  rate,  and  then  this  low  rate  from  Indianapolis  to  Springfield  and  to 
Lincoln,  these  points  I  have  mentioned,  is  it  possible  for  Illinois  shippers  to 
meet  these  rates? 

A.  I  think  they  are  so  greatly  benefitted  by  those  rates  that  they  are 
getting— 

174  Q.     Indianapolis  and  other  Indiana  and    Ohio  towns    have  an  advantage 
over  towns  in  Central  Illinois,  on    a    rate  basis,  I    mean,  haven't,  they, 

on  eastern  stuff? 

A.     On  stuff  from  the  east  they  have. 

175  There's  no  question  as  to  the    facts — the    rate    from    the    east    is    much 
lower  per  mile  than  they  are  in  the  State  of  Illinois. 

Q.  And  Indianapolis  can  sell  cheaper  than  Chicago  on  account  of  the  rates, 
can't  they? 

A.  If  the  rate  is  the  sole  factor,  yes,  the  rates  are  greater.  Certainly  the 
rates  are  greater  from  Chicago. 


97 

176     Q.     The    question  I  was  putting  to  you  was,  Indiana  and  Ohio    points 
have  a  first  advantage  in  getting-  a    less  rate  than  the   New    York-Chi- 
cago rate? 
A.     Yes,  sir. 

Q,  Then  they  have  the  advantage  of  being  able  to  ship  out  from  their 
points  to  points  in  Illinois,  at  a  less  rate  than  the  maximum  schedule-  of 
Commissioner's  rates  in  this  State,  isn't  that  true? 

A.     Certainly,  it  is. 
177     Q.     So  that  they  have  two  advantages? 

A.     So  far  as  the  rates  are  concerned,  I  repeatedly  stated  it.     I  want  to 

state  it  so  plainly  you  will  be  satisfied.     That  the  rates  here,  east  and  west, 

are  lower  than  the  maximum  rates  of  Illinois,  and    whatever  effect    that    has 

on  the    traffic  itself  there,  and   no  one  can   dispute  it,   it's  the  origin  of  that 

rate,  and  what  it  does,  and  why  it's  made  I  tried  to  explain. 

190  Cross-examination  by  Mr.  Miller. 

Q.  Mr.  Bird,  I  now  call  your  attention  to  Exhibit  93  that  has  been  offer- 
ed, in  evidence  and  which  is  a  list  of  towns — pardon  me,  I  have  the  wrong  one 
Exhibit  No.  91.  which  is  a  list  of  towns  on  opposite  sides  of  the  state  line  of 
Indiana  and  Illinois,  less  carload  rates,  showing  the  distances  in  each  case 
from  Chicago  and  the  rates;  the  distance  from  Chicago  to  Hillsdale,  Indiana,  is 
155  miles  over  the  Illinois  Central  or  over  the  C.  &  E.  I.  road,  and  to  Chrisman, 
Illinois,  is  148  miles.  The  rate  on  baking  powder  is  29  per  cent  greater  in 
Illinois  for  a  shorter  distance  than  it  is  to  Hillsdale,  Indiana,  for  a  longer 

distance.     Will  you  explain  to  the  commission  that  discrepancy? 

191  A.     I  think  it  is  very  simple — the  rates  in  Indiana  are  lower  than    they 
are  in  Illinois. 

<«>.     Will  you  explain  the  reason? 

A.  I  don't  know — I  can't  tell  you.  You  say  the  C.  &  E.  I.  makes  a  rate  to 
Hillsdale  155  miles,  21%  cents,  while  the  same  road  makes  27%  to  Chrisman, 
is  it  the  same  road  in  each  case? 

Q.  The  C.  &  E.  I.  makes  the  Indiana  rate  of  21  }2  cents,  and  the  Illinois 
rate  for  the  less  distance  is  27  cents,  on  the  Central.  The  increase  is  29  per 
cent,  the  increase  in  Illinois — I  wish  you  would  explain  to  the  commission? 

A.  Well,  the  C.  &  E.  I.  road's  rate  is  lower  than  the  Illinois  Central — 
that's  all  there  is  to  it.  The  fact  is,  it's  very  plain,  you  know,  that  the 

C.  &  E.  I.  rates  are  lower  than  the  Illinois  Central. 

195  Q.  Now,  I  call  your  attention  to  the  item  "smoking  tobacco"  the  rate 
to — the  distance  from  Chicago  to  Mt.  Vernon.  Indiana,  is  306  miles, 
Carmi,  Illinois,  283  miles.  The  Indiana  rate  is  25  cents  and  the  Illinois  rate 
is  32  cents,  althoug-h  the  distance  is  much  less.  The  increase  is  31  per  cent 
— what  do  you  say  as  to  that? 

A.  You  have  got  plug  tobacco  there — 35  against  32.8 — why  there's  nothing 
except  one  rate  is  higher  than  the  other. 

Q.     You  can't  explain  it? 

A.  Why,  I  don't  know  why  I  should — please  understand  me, — I  don't  want 
to  be  captured.  I  simply  want  to  say  that  in  the  absence  of  any  circum- 
stances or  conditions  which  affect  that,  it  appears  upon  the  surface  to  be — 

Q.     Ridiculous? 

A.     No  unreasonable  difference,  but  you  have  got  to  consider  those  things 
and  there  may  be  a  thousand  different  things  affecting  that  condition  that  I 
don't  recollect. 

197  The  Chairman — Did  I  understand  you  to  say  that  in  your  judgement,  if 
this   State  would    adopt    the   Iowa  schedule,  it   would  have  the  effect  of 

driving  most  of  the  factories  out  of  the  state,  is  that  true? 

A.  I  think  it  woiild  have  a  verv  serious  result  on  those — a  very  harmful 
effect. 

The  Chairman — Now.  will  you  tell  us  why  it  would  drive  the  factories  out? 

198  A.     Well,  when  we  are  dealing  not  only  with  factories,  but  wholesale  job- 
bers and  distributing  businesses,  we  find  certain  points  on  our  road  where 

we  have  to  look  after  the  interests  of  the  manufacturers  and  the  wholesalers, 
especially  manufacturers.  They  want  something  in  the  way  of  concession  in 
their  raw  material  to  put  them  on  a  parity  in  which  this  floating  basis  is 

-7  R  W 


98 

reached,  and,  and  we  figure  out  the  rate  on  their  material  in  connection  with 
the  rate  out,  on  the  manufactured  goods.  If  we  find  that  the  two  in  combi- 
nation yield  in  our  opinion,  a  fair  return,  we  consider  what  they  have  asked 
for  on  our  in-freight. 

The  Chairman — What  would  be  the  trouble  in  doing  that  even  if  this  State 
adopted  the  Iowa  schedule  of  maximum  fates? 

A.     If  you  put  the  rate  down  so  low  as  that  it  would  raise  another  question. 

The  Chairman — You  mean  by  that,  as  I  take  it.  Mr.  Bird,  that  if  you  put 
the  rate  down  to  other  people,  that  you  would  have  to  keep  the  rate  up  so 
high  for  these  factories  that  it  would  be  impossible  for  them  to  do  business? 

A.     We  ought  to  have  a  fair  general  average. 

The  Chairman — By  having  the  rate •  up  for  us  common  people,  you  can  make 
enough  off  that  so  as  to  cut  the  freig-ht  down  on  what  work  you  do  for  the 
factories  and  allow  them  td  live? 

A.  I  don't  think  so,  because  us  people  whj  pay  these  standard  rates  are 
getting  very  fair  rates — very  reasonable  rates. 

Q.  You  are  unable  to  cut  down  the  other  rates  because  you  can  keep 
those  at  the  maximum  rate? 

A.  Hardly  so,  because  it  encourages  the  manufacturers — it  increases  the 
population,  it  draws  trade  and  traffic  of  every  description.  The  benefits  to  be 

derived  are  hundred  fold  of  various  kinds — it  builds  up  population. 
199     The  Chairman — It  all  goes  back  to  the  fact  that   in    order    to    keep    the 
factories  alive,  you  have  to  reduce  the  freight  to  them  a  good  deal  below 
the  ordinary  Commissioners'  maximum  rate,  isnt  that  true? 

A.  What  I  intended  to  say  is  this— an  inflexible  rate  or  inflexible  tariff- 
so  many  miles,  so  many  cents  on  each  class,  has  never  yet,  in  any  state, 
resulted  in  the  building  up  of  those  large  manufacturing  and  jobbing  inter- 
ests, no  matter  how  low  it  is. 

The  Chairman — If  there  was  a  ten  per  cent  cut  in  the  maximum  rates  here 
that  wouldn't  prevent  you  from  doing  that,  would  it? 

A.     It  ought  to. 

The  Chairman — That  would  prevent  you — 

A.     I  don't  believe  any  road  in  Illinois  makes  ten  per  cent  on  its  operations. 

The  Chairman — Then  a  two  per  cent — I  am  not  saying  what  rate,  but  a  cut 
that  cuts  down  the  maximum  don't  prevent  you  from  further  cutting  the  rate 
for  some  individual  or  some  factory,  does  it? 

A.  If  it's  only  a  maximum  rate,  of  course  there  would  be  the  lee-way  to 
make  the  rate  as  low — 

The  Chairman — Your  answer  was  on  the  supposition  that  the  Iowa  rate 
prevented  them  going  any  lower? 

A  No,  that  is  really  the  minimum  rate  in  Iowa,  but  the  point  on  that  tar- 
iff, which  I  wish  to  call  attention  to  is  the  expression  of  general  belief  and 
confirmed  opinion  that  any  tariff,  no  matter  whether  high  or  low,  which  was 
put  upon  a  certain  scale  and  held  there  upon  so  many  miles,  so  many  cents, 
would  not  permit  manufacturing  or  jobbing  industries — certainly  would  not 
permit  manufactories. 

(Witness  states  that  some  commodities  are  carried  at  commodity  rates.) 
201     Q.     You    don't    carry  these  commodities  at  a  loss  to  your    railroad,    do 
you? 

A.  If  you  consider  only  the  abstract  question  of  carrying  the  commodity 
from  this  place  to  that  place,  perhaps  yes.  But  carrying  that  commodity  in- 
sures the  manufacture  of  higher  classed  property  and  the  carriage  of  it  on 
some  other  rate. 

Q.  Who  has  to  makeup,  Mr.  Bird,  for  what  you  lose  on  carrying  commodi- 
ties at  these  lower  rates? 

A.     I  don't  think  it  is  made  up. 

Q.     What? 

A.  Nobody  makes  it  up  unless  the  maximum  scale  is  unreasonable  in  itself. 
If  it  is  unreasonable  in  itself,  that  is  different.  But  we  don't  make  it  up — we 
just  lose  it,  or  it  may  come  up  in  the  future  by  development  of  the  country. 

Q.  And  the  people  who  have  to  pay  the  maximum  contribute  whatever 
profit  your  railroad  gets  out  of  the  total  business  done. 

A.  They  don't  contribute  any  more  than  they  ought  to  if  the  rates  are 
reasonable. 


99 

Q.     That  is  a  fact. 

A.  No,  it  is  not  the  fact.  If  a  man  ships  his  freight  over  a  railroad  and  he 
pays  a  reasonable  rate,  that  is  is  the  end  of  his  deal. 

Q.  If  you  carry  commodities  at  a  loss  or  without  making-  a  profit,  then  isn't 
it  necessary  for  you  to  make  all  of  your  profits  off  the  people  who  pay  the 
full  rates? 

A.  I  don't  assume  that  we  carry  commodities  at  less  than  cost.  It  comes 
near  to  it.  If  we  have  got  any  margin,  no  matter  how  small,  it  is  not  only 
our  privilege,  but  our  duty  to  do  it.  1  don't  assume  that  we  do  carry  our 
commodities  at  less  than  what  it  costs  us. 

Q.  Assuming  yon  don't  carry  them  at  a  loss,  but  that  you  just  save  your- 
self or  make  a  slight  profit? 

A.  So  slight  that  if  it  was  a  pplied  to  everything  we  couldn't  get  along. 

202  Q      Then    that    being  true,  isn't  it  necessary  for  you  to  make  your  pro- 
fits of  the  small  shippers  who  have  to  pay  the  maximum  tariff? 

A.     No.  the  small  shippers,  fortunately,  are  so  well  satisfied  that  we  never 
hear  from  them,  and  I  have  yet  to  hear  of  the  small  shipper  who  has  to  com- 
plain. 

203  W.  B.  Hamblin,  Asst.   Gen.  Freight  Acjt.  of  the  C.   B.  &  Q.  R.  R. 

204  In  order  for  us  to    engage  in  the    business  from  Richmond  to  Peoria,  we 
have  to    make    the  same  rates  that  are   in  effect  by  the    Pennsylvania 

road  from  Richmond  to  Peoria,  over  their  own  line.     Of  course,  that  carries  it 
through  the  State  of  Illinois.     The  same  thing  applies    to    Keokuk  and    Bur- 
lington in  that  we  had  to  do  the  same  thing  there. 

215  The    only    thing  I  would  like  to  insist  upon  as  being  proper,  is  the  fact 
that  we  must  make  joint    rates,  interstate,  that    is,  we  must  have    rates 

from  the  east  into  Illinois,  because  we  cannot  avoid  it,  and  we  must  make  rates 
from  Illinois  to  points  north  and  west  in  order  that  the  manufactories    in  the 
State  of  Illinois  can  get  into  that  territory  with  their  products. 

216  That  is  the  place    they  send    their  goods — they    can't'  send    them    any 
other  way.     There  is  no  other  way  for  them  to  do. 

Q      Jobbers  as  well  as  manufacturers? 

A.     Yes,  sir. 

Q.  If  the  rates,  the  maximum  rates,  in  Illinois  were  reduced,  would  it  com- 
pel yon  to  probably  take  off  the  through  rates — or  what  would  it  do  with  the 
special  rate? 

A.     We  ought  to,  in  justice  to  the  railroad— 

Q.     That  is  what  I  mean, 

A.  What  I  was  going  to  say — I  was  going  to  qualify  my  statement  in  re- 
gard to  that — that  it  would  be  an  injustice  to  the  people  that  had  built  their 
manufactories  on  our  line  because  they  have  no  complaints  in  here. 

Q.  I  am  talking  about  the  question^of  self-preservation.  If  a  reduction  was 
made  in  the  Illinois  rates,  would  you  not  be  forced  to  make  certain  modifica- 
tions, increases  in  the  through  rates,  in  the  commodities? 

A.  We  couldn't  increase  the  through  rates  because  they  are  fixed  for  us  by 
the  lines  east  of  us.  We  could  increase  our  commodity  rates  to  those  manu- 
facturing points.  Those  commodity  rates — now  we  make  a  rate  for  instance, 
several  rates — we  make  a  rate  from  Chicago  to  Aurora  on  a  great  many  ar- 
ticles. They  go  into  manufactured  goods  there.  When  those  goods  are 
shipped  out  to  territory  north  and  west  of  us,  we  charge  them  the  same  rates 
we  would  charge  the  shipper  from  Chicago  on  the  same  goods.  So  that  as  a 
matter  of  fact,  the  rate  we  make  in  there  on  these  manuf acted  goods  is 
whatever  we  charge  him  in  addition  to  the  rate  from  Chicago — that  is,  if  we 
charge  the  man  five  cents  from  Chicago  to  Aurora  on  a  car  of  anything — iron, 
for  instance,  that  goes  to  the  manufacture  of  a  stove  at  Aurora. 

217  When  that  car  of  stoves  is  shipped  to  any  point    north  or  west  of  us,    we 
charge  him  the  same  rate  that  we  charge  from   Chicago,  and  of   course  he 

is  at  a  disadvantage  on  the  five  cents  we  have  already  charged  him  on  the  raw 
material.  This  is  the  way  these  are  made— these  rates  are  made.  We  don't 
make  commodity  rates  on  sugar  whatever  and  such  as  that — it  is  on  the  raw 
material  that  goes  to  make  the  manufactured  article  at  these  points.  The 
same  thing  applies  from  Rockford.  We  make  commodity  rates  from  Chicago 
to  Rockford  on  certain  articles,  and  when  that  is  put  in  the  manufactured 


100 

articles  we  charge  the  Rockford  shipper  just  the  same    as    we    charge    from 

Chicago,  exactly. 
219     Cross-examination,  by  Mr  Barry. 

We  have  commodity  rates  from  Chicago  to  Peoria.  for  instance,  canned 
goods  is  14  cents,  but  our  commodity  rate  is  10  cents.  The  first  class  rate  from 
Richmond,.  Indiana  to  Peoria,  over  our  line,  is  the  same  as  from  Chicago  to 
Peoria.  We  have  commodity  rates  from  Chicago  to  the  points  along  our  line 

where  factories  are  located 

222  A.     I    should    say — only  a  guess  on  my  part,  but  I  should  say    probably 
75  per  cent  of  our  business  is  done  on  the  maximum  rates — that  is   of  the 

merchandise.     I  am  not  speaking  of  the    commodities,    of    coal,  lumber,    live 

stock  and  grain — I  am  speaking  of    merchandise. 
Q.     That  would  include  agricultural  implements  and  furniture? 
A.     Yes,  sir. 

223  Q.     Then  in  many  instances,  you  don't    charge    the  maximum    schedule 
rates? 

A.     When  it  comes  to  a  question  of  a  differential  basis  as    between    Peoria 
and  the  Mississippi  river,  and  Chicago,  we  do  not   undertake    to    charge    the 
maximum  rates. 

224  Q.     You  take  care  of  the  shipping  towns  along  your  line  pretty    well? 
A.     Why,  we  try  to,  yes. 

Q.     By  making  these  special  commodity  rates? 

A.  Where  we  think  it  is  necessary  to  do  so  in  order  for  that  manufacturer 
to  do  business  against  his  competitors  in  the  same  line,  we  undertake,  if  it  is 
possible  to  do  so,  to  put  him  on  an  equality  with  his  competitor  in  the  same 
territory. 

Q.     You  can  still  do  that  if  a  lower  maximum  schedule  was  in  force? 

A.     We  could,  I  suppose. 

Q.     Do  you  make  money  on  carrying  goods  at  these  special  commodity  rates? 

A.     No,  sir.  we  do  not. 

Q.     You  lose  money? 

A.  No,  we  do  not.  I  say  our  special  commodity  rates  are  part  of  a  through 
rate. 

Q.     The  question  is,  do  you  make  money,  or  lose  money? 

A.  We  certainly  would  lose  on  the  business  that  we  carry  into  these  man- 
ufacturing towns,  if  that  was  the  end  of  it.  That  would  not  make  the  rates 
and  consequently  we  would  lose  money. 

Q.     Do  you  make  money  or  lose  money  on  these  commodity  rates? 

A.  We  get  a  fair  return  on  a  through  shipment  and  the  commodity  rates — 
that  is.  on  the  commodity  rates  in  themselves,  we  certainly  would  not  make 
them. 

Q.     Then  do  I  understond  that  you  make  money  or  lose  money? 

A.  I  said  that — I  didn't  say  that  we  made  money — I  didn't  say  that  we  lost 
it — I  will  simply  say  that  we  don't  make  and  don't  lose  any  on  the  particular 
rates  of  commodities. 

225  Q.     You  hold  your  own? 

A.     We  hold  our  own  there  and  when  the  shipment  goes  forward,   if    we 
have  any  earnings  at  all  in  excess  of  the  cost,  we  get  it  then. 
235     E.  B.  Boyd,  Gen.  Freight  Agent,  C.  R.  I.  &  P. 

241  Q.     What's  your  best  judgment  as  to  whether  you  make    or    lose  money 
on  these  commodity  rates? 

A.  In  connection  with  other  matters,  which  must  be  considered  in  the 
making  of  these  rates,  we  make  money,  of  course,  we  make  money,  but  in  the 
the  abstract  I  would  say  no. 

Q.  What  proportion  of  the  local  business  done  over  the  railroads  in  the 
State  of  Illinois  is  done  on  commodity  tariffs? 

A.  It  would  be  entirely  guess  work  on  my  part  to  tell  you  that.  A  large 
proportion  of  it,  I  believe,  and  I  am  strengthened  in  my  belief  all  the  more, 
from  the  testimony  of  the  preceding  witness  and  the  figures  he  gives. 

242  Q.     Do  you  make  as    much    profit  in  carrying  at  these  commodity  rates 
as  you  do  in  carrying  other  goods  for  other  shippers  at  the  maximum  rate? 

A.     Taken  per  ton,  naturally  not. 

Q.  Now,  where  does  your  road  make  its  profit,  on  what  class  of  shipments 
— shipments  made  under  the  commodity  rates  or  under  the  maximum  schedule? 


101     -J:v  :   •?. 

A.     Under  the  whole  adjustment  with',  jthe^Htir^^tr'aftttv^lvh^  entire  move- 
ments of  traffic. 

250  Prank  T.    Bentley,    Chairman   of  the  Traffic  Committee  of  the  Illinois 
Manufacturers'  Association. 

251  A.     The  peculiarity  of    the  Iowa    scale  of  rates,  regardless  of  the  class- 
ification as  compared  to  other  classifications,  is  the  fact  that  the  short  haul 

rates  are  very  low.     It  is  peculiar  in  that  respect.     I  don't  know  of  any  other 

classification  of  rates  in  the  country  that  is  anything  like  it. 
258     Cross-examination. 

I  am  here  representing1  the  Illinois  Manufacturers'  Association.    My  partic- 
ular business  is  Traffic  Manager  of  the  Illinois  Steel  Company  in  Chicago. 
261     We    get    low  rates  on  raw  material  shipped  in  and  we   have  commodity 
rates  on  out  business  from  Chicago  over  many  of  the  railroads,  also  out  from 
Joliet.  and  from  Waukegan.     They  are  less  than  the  maximum.     It  is  true 
that  we  (the  Illinois  Steel  Co.)  have  commodity  rates  to  some  territories  from 
all  of  the  towns  where  we  have  branches  in  Illinois  and  over  practically  all 
the  railroads  that  get  into  those  towns. 

263  We  are  not  complaining  about  those  commodity  rates. 

Q.     And  if — you  are  afraid  that  if  the  general  maximum  rates    over    the 
State  are  reduced,  that  you  will  lose  some  of  these  commodities? 
A.     No,  I  don't  think  so. 

Q.  In  your  judgment  would  the  reduction  of  the  maximum  rate  in  Illinois 
affect  these  commodity  rates  that  you  have? 

A.     They  might  to  some  extent,  I  don't  know. 

264  Q.     Now,  the  distance  from  Chicago  to  Joliet  is  40  miles,  isn't  it? 
A.      About  that. 

Q.     Now  the  first  class  rate  under  commodity  rates  is  22  cents,  isn,t  it? 
A.     I  think  that  is  it. 
Q.     And  the  fourth  class  10  cents? 
A.     Yes. 

Q.     While  the  Illinois  maximum  rate  is  26.32  on  first  class,  isn't  it? 
A.     If  you  say  so,  I  don't  remember— it  sounds  right. 
Q.     The  fourth  class  is  13.16. 
A.     That  sounds  all  right. 

Q.     So  that  the  commodity  rates  from  Chicago  to  Joliet  are  from  25  to  33% 
per  cent  anyway,  less  than  the  maximum,  isn't  that  true? 
A.     I  expect  so. 

265  It  is     my     best  judgment  that  two-thirds  of  the  tonnage  in  Illinois  is 
carried  on  commodity  rates. 

366     Q.     Do  they  make  or  lose  money  on  those  commodity  rates? 

A.     Outside  of  the  commodity  rates  which  are  made  in  bound  to  manufac- 
turers on  their  raw  material,  I  should  say  that  they  can  make  some  money. 

Q.  So  th*at  would  render  it  necessary,  Mr.  Bentley,  wouldn't  it,  that  the 
other  third  of  the  tonnage  carried  by  the  State  of  Illinois,  would  have  to  make 
up  and  pay  whatever  profits  were  made  on  the  business? 

A.  No,  not  entirely,  because  I  think  they  make  money  on  their  commodity 
rates. 

Q.  If  they  don't  make  very  much  profit  on  two-thirds  of  the  tonnage  car- 
ried, they  must  necessarily  make  more  profit  in  proportion  on  the  other  thhd 
they  do  carry,  to  make  the  profits  that  they  do? 

A.     That  is  a  part  of  the  corollary  of  the  other  proposition. 
274     W.  E.  Keepers,  General  Freight  Agent  of  the  Illinois  Central  R.  R. 
Direct-examination,  by  Jno.  G.  Drennan. 

276  (Witness  is  asked  to  examine    exhibit    91  and  to  explain  the  difference 
in  the  rates  as  between  Indiana  and  Illinois,  as  indicated  by  said  exhibit, 

and  states:)     Well,  I  should  say,  although  I  am  not  perfectly  familiar  with  the 
exact  basis,  that  there  is  a  lower  scale  generally,  as  is  shown,  a  good  many 
times,  in  Indiana  than  there  is  in  Illinois. 

277  This  exhibit  shows  that  the  rate  to  Stewartsville,  Ind.     to  Chicago  is    40 
cents  and  from  Chicago  to  Grayville,  111.,  the  rate  is  50  cents. 

Q.  Now  you  may  state  why  it  is  that  the  rate  to  StewartsviUe  is  only  40 
cents. 

A.  Because  the  rate  is  40  cents  to  Evansville  and  Stewartsville  is  on  the 
same  line  on  an  interstate  business. 


102 

Q.      V 011  may  sfiU-  \t  ti-c  nii,e  of-  59  cents  to  Grayville  is  excessive? 
A.     No,  sir. 

278  Q.     And  the  reason  that  the  40  cent  rate  is  only  charged  to  Stewartsville, 
is  on  account  of  the  Evansville  rate? 

A.     Yes,  sir. 

A.  The  Evansville  rate  we  found  in  effect  when  we  took  the  P.  D.  &  E. 
Railroad  some  two  years  ago  or  a  little  over.  The  same  basis  applied  to  all 
points  north  of  the  Ohio  river,  Cincinnati  to  Evansville  and  also  to  Cairo  and 
southeastern  business. 

279  A.     The  last  witness  had  a  great  deal  to  say  about  commodity  rates  from 
Chicago.     There  are  commodity  rates  from  Chicago  to  various  points  on 

all  classes  of  freight,  you  may  say.  and  also  from  other  points  to  manufactur- 
ing territories.     There  are   also  commodity  rates  on  merchandise  to  various 
points. 

280  I  think    the    Illinois    commissioners'  schedule  of  rates  is  reasonable.     I 
think  it  would  be  a  bad  thing  to  have  them  reduced.     The  railroads  now 

are  making  a  rate  much  lower  than  the  commissioners'  schedule,  and  they  are 
free  to  do  so,  and  encouraged  to  do  so  to  a  considerable  extent,  and  it  is 
called  by  some  of  the  witnesses  preceding  me,  an  elastic  schedule  of  rates — 
elastic  dominant.  It  gives  us  an  opportunity  to  make  rates  when  there  is  a 
demand,  without  discrimination. 

281  Cross-examination  by  Mr.  Barry: 

Q.     You  think  this  Illinois  maximum  schedule  is  reasonable? 

A.     It  is  a  reasonable  maximum  schedule. 

Q      Can  the  roads  afford  to  carry  freight  for  less  than  that? 

A.     They  do. 

Q.     And  make  money? 

A.     They  do. 

Q.     And  make  money? 

A.     I  presume  they  make  money. 

Q.  .  Don't  you  know  they  make  money? 

A.     They  make  money  as  a  whole. 

Q.     Don't  you  know  they  make  money  on  the  business  they  carry  in  the 
State  of  Illinois  under  those  rates? 

A.     There  is  not.  a  separate  division  of  the  earnings  of  purely  State  busi- 
ness to  show  that  absolutely. 

Q.     You  have  no  way  of  telling  definitely? 

A.     According  to  our  general   knowledge  of   business  and   cost  of    doing 
business,  etc. 

Q.     Do  you  know  your  local  tonnage  in  the  State  of  Illinois  for  the  past  year? 

A.     I  do  not. 

Q.     Do  you  know  what  your  receipts  were  from  local  carriage  in  the  State 
of  Illinois  for  ^he  past  year? 
A.     I  do  not. 

282  Q.     Do  you  for  any  past  year? 

A. "   No,  sir;  they  do  not  keep  the  statements  in  such  a  manner  that  that 

can  be  done  without  great  labor  and  expense. 
286.     Chicago  to  Vandalia  over  our  line  is  247  miles,  and  we  charge  on  first  class 

matter    47   cents,    and    on    fourth  class    23    cents.     The  commissioners' 

schedule  is  52.17  cents  on  first  class  and  26.32  cents  on  fourth  class. 
From  Bloomington  to  Vandalia,  106  miles,  we  charge  the  commissioners' 

schedule. 
287     We    give  Chicago  a  much  lower  rate  than  Bloomington  on  first  and  fourth 

class,  because  the  rates  to  Vandalia  from  Chicago  are  the  same  as  to 
East  St.  Louis.  There  is  quite  a  long  story  connected  with  the  making  of 
rates  between  Chicago  and  East  St.  Louis — making  of  rates  from  Detroit  and 
Toledo  bearing  on  it — and  finally  an  adjustment  was  made  fixing  the  rate  at 
40  cents  first  class,  and  that  takes  in  a  large  intermediate  territory,  as  a 
maximum — very  often  lower  than  the  commissioners'  schedule  for  the  dis- 
tance. The  rates  from  interior  points  have  no  bearing  on  the  through  traffic 
from  Chicago  to  East  St.  Louis.  (Witness  is  then  examined  as  to  rates  made 
from  Peoria  to  various  towns,  which  are  less  than  the  maximum  as  compared 
with  rates  from  Bloomington  to  the  same  towns,  which  are  based  on  the  com- 
missioners' schedule.) 


103 

293.     We    made  commodity    rates  on  groceries,  agricultural  implements  and 
hardware. 

294  Q.     Has    it  been    the  policy  of  your  road  to  put  in  commodity    rates 
whenever  they  were  called  for? 

A.     Oh,  no. 

Q.     How  do  these  communities  get  commodity  rates? 

A.  Well,  it's  a  business  matter — the  thing  comes  up  and  is  diseus_sed  and 
gone  into  as  a  matter  of  business 

Q.     Do  you  carry  these  goods  at  these  commodity  rates  at  a  profit  or  loss? 

A.  I  don't  think  we  carry  any  business  at  very  much  of  a  loss;  if  we  did, 
we  wouldn't  carry  it  very  long.  We  don't  make  as  much  money  on  a  low  rate 
as  a  high  rate —  the  higher  the  rate  the  more  money  is  made,  as  a  rule. 

Q.     What  proportion  of  the  local  business  is  carried  at  commodity  rates? 

A.  I  couldn't  tell  exactly,  but  there  is  a  very  great  preponderance  of  busi- 
ness on  our  line  carried  at  less  than  the  commissioners'  schedule. 

Q.     You  don't  mean  on  all  the  commodity  rates? 

A.  No,  if  you  call  them  commodity  rates,  that  term  is  misleading.  But 
rates  lower  than  the  commissioners'  tariff. 

The  Chairman:  Special  rates? 

A.     Special  tariffs  or  special  billing  order. 

295  Q.     Now.  you  don't  mean  to  say  or  be  understood  as  saying  that  the  rail- 
roads couldn't  afford  to  carry  freight  in  this  State  at  less  than  the  maxi- 
mum rates,  do  you,  Mr.  Keepers? 

A.     I  didn't  say  that — you  didn't  ask  me  the  question. 

Q.     In  your  judgment  they  can? 

A.  Carry  all  the  business?  If  you  say  that,  I  say  no.  It  would  be  too 
great  a  reduction  on  all  the  business.  We  carry  a  large  quantity  at  less  than 
the  commissioners'  rates. 

Q.      What  proportion? 

A.  It  would  only  be  a  guess.  I  think  over  half  the  business  we  carry  in 
the  State  of  Illinois  would  reach  lower — and  when  I  say  business  I  say  ton- 
nage— less — 

Q.      How  much  lower? 

A.  You  couldn't  expect  me  to  answer  that — it  would  be  absolutely  impos- 
sible. 

Q.     What  is  your  best  judgment? 

A  We  have  rates  on  dozens  of  articles — I  can  give  you  illustrations  if  you 
like.  You  ask  the  question — I  can  give  illustrations. 

Q.     I  want  your  judgment. 

A.  I  can  give  you— I  have  got  judgment  on  one  point.  That  is  the  rate 
on  lumber  from  Cairo  to  Chicago  is  13.32.  Our  rate  is  ten  cents.  It  is  a  very 
large  business.  That's  one  illustration.  I  can  give  you  more. 

The  Chairman:  That's  from  Cairo  to  Chicago? 

A.     Yes,  sir. 

Q.     What's  the  rate  from  Cairo  to  Bloomington  on  the  same  lumber? 

A.     I  think  it's  nine  cents. 

298     (With  reference  to  transporting  freight  in  Illinois  on  the  Illinois  Central 
west  of  the  Indiana  State  line,  as  compared  to  the  rates  that  are  charged 
by  the  C   &  E.  I.  from  Chicago  to  points  in  Indiana,  east  of  the  Illinois  State 
line,  the  following  examination  took  place): 

Q.  The  Illinois  Central  and  the  C.  &  E.  I.  pass  through  about  the  same 
country? 

A.  Yes,  apparently.  But  we  are  not  compelled  to  make  the  same  rates  as 
the  C.  &  E.  I.  does,  because  they  are  sufficiently  far  away — they  feel  that 
they  are  compelled  to  make  something  less  in  their  rates,  owing  to  the  lower 

scale  east  that  works  west. 

300  (As  to  why  the  rates  from  Chicago  to  Mt.  Carmel  should  be  higher  than 
the  rate  from  Chicago  to  Princeton.  Indiana,  the  same  distance,  witness 
states):  Considering  that  there  is  no  railroad  from  Chicago  to  Mt.  Carmel, 
Illinois,  that  the  distance  tariff  can  not  govern,  and  the  commercial  condi- 
tions don't  amount  to  anything,  I  don't  see  that  there  is  any  answer  required, 
although  I  will  go  further.  Princeton,  Indiana,  takes  the  same  basis  of  in- 


104 

terstate  rate.     Mt.  Carmel  is  not  on  any  line   reaching-  Chicago,  and  there  is 
no   through  rate   made   there  on  any  competitive   basis  to  compete   on  any 
direct  line.     That  is  probably  higher  than  distance  tariff . 

303  The  rates  to  Evansville,  Indiana,  are  the  same  as  they    are  to  Stewarts- 
ville.     As  to  whether  the  rates  to  points  from  Chicago,  between  stations 

between  Gray  vi  lie  and  Evansville,  are  profitable,  will  say  that  my  previous 
answer  would  cover  that.  It  is  a  very  small  business.  As  far  as  Evansville 
is  concerned,  there  is  profit  in  some  of  that  business — we  may  haul  some  that 
there  is  not  any  profit  in — we  don't  aim  to  haul  at  a  loss. 

Q.     If  the  rates  for  that  long  distance  are  reasonable,  are  not  the — 

A.     I  didn't  say  they  are  reasonable.          ' 

Q.     Are  profitable—? 

A.     I  didn't  say  they  are  very  profitable. 

304  Q.     You  don't  do  it  at  a  loss? 

A.     We  don't  do  it  at  a  very  large  loss. 
Q.     You  do  it  at  a  profit  then? 
A.     Slight  profit. 

Q.     Isn't  the  rate. to  Grayville  high? 
A.     No,  it's  based  on  the  reasonable  schedule  of  the  Commission. 

On  May  16,  1905,  the  following  testimony  was  taken: 
4     Henry  C.  Barlow,  Manager  Shippers'  Association. 

9  Exhibit  A-l    of  the    Chicago    Shippers'  Association  is  the  so-called  Central 
Freight  Association  scale,  a  scale  governing  distances  from  five  to  450  miles, 

both  inclusive,  used  as  a  basis  of  rates  between  points  in  the  territory  of  the 
Central  Freight  Association,  which  comprises  the  States  of  Ohio,  Indiana, 
and  part  of  Michigan  and  that  part  of  Illinois  east  and  south  of  a  line  drawn 
from  Chicago  through  Joliet  and  Streator  to  Peoria,  thence  via  the  T.,  P.  & 
W.  Railroad  to  East  Burlington  and  thence  via  the  east,  connecting  with  the 
Mississippi  river  and  the  junction  of  that  river  with  the  Ohio.  This  scale  is 

10  also  applied  locally  within  the  states  of  Ohio,  Indiana  and  Michigan;  not 
absolutely  but  substantially  so.     Some  lines  apply    it    absolutely,    others 

modify  it  somewhat. 
33.     The  Central  Freight  Association  scale  is  adopted  by  the  lines  comprising 

the  association  now.  It  is  issued  in  this  way:  Central  Freight  Association 
information  No.  2495,  abrogating  Central  Freight  Association  circulars,  issued 
at  Chicago,  October  25,  1900;  basis  for  rates  between  points  in  the  territory  of 

the  Central  Freight  Association. 
35     From    what    I    know  of  it,  the  Central  Freight  Association  is  certainly  a 

voluntary  association. 

91  I  think  no  one  here  will  dispute  this  statement:    that  the  density  of  traffic 

in  the  State    of  Illinois    is  greater  than  in  any  other  western  state  west 
of  the  Allegheny  mountains  except  the  State  of  Ohio. 

92  The    density  of  traffic  in  Ohio  for  1904  was  1,708,406    tons;    in    Illinois, 

1,072'313  tons;   in  Michigan,  523,093  tons. 

94  The  rates  in    Illinois    are    higher  than  they  are  in  Michigan,  Indiana  or 

Ohio. 

95  Assuming-  that  the  rates  in  Michigan  are  substantially  the  same  as  the  C. 

F.  A.  scale,  then  the  Illinois  distance  tariff  for  distances  of  100  to  400  miles, 
is  approximately  45  per  cent  higher  than  the  rates  charged  in  Michigan  while 
the  density  of  traffic  is  almost  double  in  Illinois,  as  compared  with  Michigan. 

SUMMARY  OF  EXHIHITS  OFFERED  BY  MR.  II.  C.  BARLOW 

Exhibit  A-l. 
Central  Freght  Association  Scale. 

Exhibit  A-2. 

Comparison  of  rates  on  first  six  classes  from  New  York,  Buffalo,  Detroit, 
Indianapolis  and  Cincinnati,  to  various  points  in  Illinois  vs.  Chicago  and  C.  F. 
A.  scale  and  Illinois  distance  tariff  rates  for  like  distances. 


105 

Also  comparison  of  the  proportions  accruing-  to  the  lines  south  of  Chicago 
compared  with  the  local  rates  from  Chicago  to  same  points,  and  C.  F.  A.  scale 
and  Illinois  distance  tariff  rates  for  like  distances. 

Exibit  A-3. 

Table  showing-  the  percentage  the  Illinois  distance  tariff  rates  a*e  higher 
than  the  C.  F.  A.  scale  for  like  distances  100  to  400  miles.  Also  aggregate 
percentage  higher. 

Exhibit  A-4. 

C.  C.  C.  &  St.  L.  Ry.  Tariff  X-1131  and  amendments.  Also  statement 
showing  comparison  of  rates  from  East  St.  Louis  to  points  on  their  line  in 
Illinois  vs.  C.  F.  A.  scale  and  Illinois  distance  tariff  rates  for  like  distances, 
which  comparison  discloses  that  for  distance  of  95  miles  and  over,  the  rates 
are  substantially  on  basis  of  the  C.  F.  A.  scale. 

Exhibit  A-5. 

Toledo,  St.  Louis  &  Western  Ry.  Tariff  G.  F.  D.  No.  454,  and  statement 
showing  comparison  of  rates  from  East  St.  Louis  to  various  points  on  that 
line  in  Illinois  vs.  C.  F.  A.  scale  and  Illinois  distance  tariff  rates  for  like  dis- 
tances, which  comparison  discloses  that  the  rates  for  distance  of  72  miles  and 
over,  are  substantially  on  basis  of  the  C.  F.  A.  scale. 

Exhibit  A-6. 

Vandalia  Line  joint  freight  tariff  No.  1851  and  statement  showing  compari- 
son of  rates  from  East  St.  Louis  to  points  on  that  line  in  Illinois  vs.  C.  F.  A. 
scale  and  Illinois  distance  tariff  rates  for  like  distances,  which  comparison 
discloses  that  the  rates  for  distance  for  100  miles  and  over,  are  substantially 
on  basis  of  the  C.  F.  A.  scale. 

Exhibit  A-7. 

Illinois  Central  R.  R.  joint  freght  tariff  with  I.  D.  &  W.  Ry.  No.  568,  and 
amendments.  Also  statement  showing  comparison  of  rates  from  Indianapolis 
to  points  in  Illinois  on  the'lllinois  Central  R.  R.  vs.  C.  F.  A.  scale  and  Illinois 
distance  tariff  rates  for  like  distances,  and  comparison  with  the  rates  from 
Chicago  to  same  points,  which  comparisons  show  that  the  rates  from  Indian- 
apolis are  substantially  on  basis  of  the  C.  F.  A.  scale. 

Exhibit  A-8. 

C.  &  A.  R.  R.  joint  freight  tariff  with  I.  D.  &  W.  Ry.,  No.  995,  and  amend- 
ments. Also  statement  showing  comparison  of  rates  from  Indianapolis  to 
points  in  Illinois  on  the  C.  &  A.  R.  R.  vs.  C.  F.  A.  scale  and  Illinois  distance 
tariff  rates  for  like  distances,  also  comparison  with  the  rates  from  Chicago  to 
same  points,  which  comparisons  show  that  the  rates  from  Indianapolis  are  on 
substantially  the  basis  of  the  C.  F.  A.  scale. 

Exhit  A-9. 

Indiana,  Decatur  &  Western  Ry.  local  freight  tariff  No.  820.  Also  state 
ment  showing  comparison  of  rates  from  Indianapolis  to  points  on  that  line  in 
Illinois  vs.  C.  F.  A.  scale  and  Illinois  distance  tariff  rates  for  like  distances, 
also  comparison  with  the  rates  from  Chicago  to  same  points,  which  compari- 
sons show  that  the  rates  from  Indianapolis  are  on  substantially  the  C.  F.  A 
scale. 

Exhibit  A-10. 

C.  B.  &  Q.  R.  R.  Joint  freight  tariff  with  Vandalia  Line,  No.  1890.  Also 
statement  showing  comparison  of  rates  from  Indianapolis  to  points  in  Illinois 
on  the  C.  B.  &  Q.  vs.  C.  F.  A.  scale  and  Illinois  distance  tariff  rates  for  like 
distances.  Also  comparison  with  the  rates  from  Chicago  to  same  points. 


106 

Exhibit  A-ll. 

Michig-an  Central  R.  R.  local  freight  tariff  G.  F.  D.  No.  2803  and  5342.  Also 
statement  showing-  comparison  of  rates  from  Detroit  and  Chicago  to  points  in 
Michig-an  on  that  line  vs.  C.  F.  A.  scale  and  Illinois  distance  tariff  rates  for 
like  distances.  Also  reference  to  page  37  of  tariff  G.  F.  D.  No.  2803,  compari- 
son of  Michigan  distance  tariff  rates  vs.  C.  F.  A.  scale  and  Illinois  distance 
tariff  rates  for  like  distances.  The  rates  from  Chicago  and  Detroit  to  points 
in  Michigan  on  the  Michigan  Central  R.  R..  are  on  substantially  the  basis  of 
the  C.  F.  A.  scale. 

Exhibit  A-12. 

P.  C.  C.  &  St.  L.  distance  tariff  G.  F.  D.  No.  21.  Same  being  adoption  of 
C.  F.  A.  scale  by  the  above  company  applying  between  stations  on  that  line. 

Exhibit   A-13. 

Schedule  showing  current  merchandise  rates  from  Cincinnati,  Ohio  and 
Indianapolis,  Ind.,  to  various  points  in  Illinois,  confirmed  by  the  P.  C.  C.  & 
St.  L.  Ry.,  April  18,  1905. 

Exhibit   A- 14. 

C.  F.  A.  tariff  No.  48.  Tariff  adopted  by  C.  F.  A  lines  applying  on  classes 
and  commodities  between  Chicago  and  various  points  in  Illinois  and  Indian- 
apolis, Cincinnati,  Louisville,  Evansville,  etc.,  also  between  Indianapolis  and 
Cincinnati.  Jeffersonville,  New  Albany,  etc.  The  merchandise  rates  in  the 
above  tariff  are  based  on  the  C.  F.  A.  scale.  It  will  be  noted  that  with  this 
alleged  low  basis  on  class  rates,  that  the  commodity  rates  are  on  a  still  lower 
basis. 

Exhibit  A-15. 

Map  of  the  State  of  Illinois  with  described  territory,  showing  boundaries 
indicated  by  blue,  red  and  black  lines,  wherein  the  rates  from  Indianapolis, 
Cincinnati  and  Detroit,  are  on  a  lower  basis  on  one  or  more  classes,  than  from 
Chicago. 

Exhibit  A-16. 

Schedule  showing  the  current  merchandise  rates  from  Detroit  to  various 
points  in  Illinois  used  in  these  exhibits  and  confirmed  by  the  Pere  Marquette 
R.  R.,  April  24,  1905. 

Exhibit   A-17. 

Schedule  showing  current  merchandise  rates  from  Detroit  to  various  points 
in  Illinois,  used  in  these  exhibits,  and  confirmed  by  the  Wabash  R.  R.,  April 
15,  1905. 

Exhibit  A-18. 

Grand  Rapids  &  Indiana  Ry.  local  freight  tariff  G.  F.  D.  No.  1,  and  amend- 
ments, showing  comparison  of  rates  from  Sturgiss.  Mich.,  to  various  points  in 
Michigan  on  that  line  vs.  C.  F.  A.  scale  and  Illinois  distance  tariff  rates  for 
like  distances. 

Exhibit   A-19. 

Grand  Trunk  Ry.  freight  tariff  G.  F.  D.  No.  851.  Also  statement  showing 
comparison  of  rates  from  Port  Huron  to  various  points  in  Michigan  on  that 
line  vs.  C.  F.  A.  scale  and  Illinois  distance  tariff  rates  for  like  distances, 
which  discloses  that  the  rates  are  on  substantially  the  C.  F.  A.  scale. 


107 


Exhibit   A-20. 

Baltimore  &  Ohio  Southwestern  Ry..  joint  freight  tariff  No.  H-1972.  Also 
statement  showing  comparison  of  rates  from  East  St.  Louis  to  various  Illinois 
points  on  that  line  vs.  C.  F.  A.  scale  and  Illinois  distance  tariff  rates  for  like 
distances,  showing-  that  the  rates  are  on  substantially  the  same  basis  as  the 
C.  F.  A.  scale. 


Exhibit   A-21. 

Schedule  showing  current  merchandise  rates  from  Cincinnati,  Ohio  and 
Indianapolis,  Indiana,  to  various  points  in  Illinois,  confirmed  by  the  P.  C.  C. 

&  St.  L.  Ry.,  May  12,  1905. 

102  Mr.  Brown:  Well.  Judge,  I  know  that  I  am  not  prepared  to  cross-ex- 
amine this  witness,  andl  doubt  if  any  other — I  doubt  if  any  other  gentle- 
man associated  with  me,  with  the  study  he  has  given  to  it,  the  investigation, 
preparation  and  all,  which  require  a  corresponding  care  on  our  part  and  in- 
vestigation, and  I  shall  certainly  ask  the  commission  for  time  to  have  this 
testimony  written  up  and  submitted  to  experts  upon  the  railroad  side.  I  don't 
want  to  ask  too  much,  but  I  certainly  could  not  cross-examine  him  very 
strongly.  It  is  a  very  thorough  piece  of  work  that  this  witness  has  given 
here,  and  the  inference  and  deductions  to  be  made  from  his  statements  are 
extremely  voluminous,  and  we  must  meet  it,  Judge,  and  explain  it,  and  I  am 
not  able  today  to  cross-examine  him.  If  any  other  gentleman  feels  that  he  is 
equal  to  the  task  I  should  be  very  glad  to  hear  from  him. 

108     An   adjournment   was   had  to  June  12,  1905,  at  which  the  fol- 
lowing evidence  was  taken: 
117     W.  H.  Eubanks,  Chief  Clerk  in  the  Auditor's  office  and   Secretary  of  the 

State  Board  of  Equalization. 

(Mr.  Eubanks  testified  from  the  returns  of  the  railroad  companies  to  the 
State  Board  of  Equalization,  as  to  the  full  valuation  returned  to  said  board, 
by  the  said  railroads,  of  their  lines  in  Illinois,  which  said  value,  and  also  the 
capital  stock  and  funded  debt  per  mile,  as  reported  to  the  Railroad  and  Ware- 
house Commission  by  the  said  railroads,  are  as  follows:) 


NAME  OF  COMPANY. 

Full  valuation 
returned  to 
Board  of 
Equalization, 
Average 
per  mile. 

Capital  stock 
and  funded  debt 
per  mile, 
as  reported  to 
Railroad 
Commission. 

A.  T.  &  S    F 

$  21,385 

$  58,  248 

C    &  A 

30,665 

122,504 

C.,  B   &  Q 

23,  100 

34,695 

C.  &  E   I                                                                 .. 

30,  576 

68,563 

C    &  E. 

No  111.  mileage 

89,755 

C   G    W 

14,  98* 

101,  806 

C    &  I    S 

3,633 

31,566 

C.I    &  St.  L.  Short  line           

13,301 

70,069 

Chicago  Junction. 

7,864 

167,031 

C    M    &  St.  P... 

32,257 

33,321 

C      P    &  St    L 

4,236 

56,404 

C      R    I    &  P 

17,455 

38,268 

C    &  W    I. 

281,811 

565,576 

C      I    £W    (Ohio  River  Div.)                                     

5,923 

42,234 

C     I    &  W 

6,721 

42.  234 

C     C.,  C.  &  St.  L 

21,609 

54,635 

D     R   I  &  N    W 

15.  289 

64,  157 

DeKalb  &  G    W 

13,554 

101,806 

E   St   L   Con 

177,922 

17,391 

E  ,  J    &  E                                                                 

37,662 

*  66,280 

F    C    N    G 

1,254 

18,  274 

5,779 

18,519 

G    T    W.                                                                         

32,  297 

78,750 

I    &  I    D    (I    C  ) 

10,921 

565 

IS                                             

4,  157 

66,521 

IT.                                                  ...   .. 

30,039 

64,167 

I..  l.&T... 

7,340 

48,147 

108 


NAME  OF  COMPANY. 

Full  valuation 
returned  to 
Board  of 
Equalization, 
average 
per  mile. 

Capital  stock 
and  funded  debt 
per  mile, 
as  reported  to 
Railroad 
Commission. 

Iowa  Central        ..        .         .         ....          .          

$    4,515 

$  52,674 

J   &  St  L 

9  609 

31  051 

K.  &  S 

8,626 

15,685 

L   E   &  W 

4,216 

48,627 

L.  S    &M.S  

64,968 

138,  104 

LaSalle  &  Bureau  Co 

2,180 

7,874 

L.  &  N      

18,083 

49,902 

Macoupin  Co                                       

29,580 

400 

M  C 

61  057 

92  023 

M.  &  O 

13,669 

49  134 

N.Y.,C.&St.L  

24,  318 

t  96,539 

Pawnee           

7.604 

15,111 

P     D  &  M.,  and  Peoria  Div.  111.  Cent     .  .. 

2  917 

43,791 

P  &  E 

15  959 

70  257 

P  &  P.  T 

8,726 

224,984 

P    C  C.  &  St   L 

27  080 

102,  F25 

P.,  Ft.  Wayne  &  C  . 

149,646 

123,791 

Q  C  &  St.  L 

507 

10,  204 

St  L     B  &  S  Ry.  (I.  C  ) 

21  723 

69  077 

St  L  ',  Iron  Mt.  &  S.  V.  Div 

3,  141 

64,809 

St.  L.  T.  &  E  
Southern 

24,273 
10.  570 

39,  415 
68,802 

T   H   &  I 

15  090 

36,424 

T.  H.  &  P 

2.647 

42.  403 

T     P  &  W 

4,851 

42,760 

T.,  St.  L.  &  Western 

13,947 

79,873 

T.,  M.  &  N... 

817 

36,846 

W.,  C.  &  W 

6,376 

29.924 

Wisconsin  Central                  

19,391 

t  58,275 

Wabash  and  branches  

5,  663 

83,  701 

*  Including  industrial  mileage. 
t  Including  industrials— 17  miles, 
i  Including  166  miles  industrials. 

(This  witness  also  made  a  computation  based  on  the  average  value  of 
property  per  mile  of  the  various  railroads  as  reported  by  them  to  the  State 
Auditor  in  April  1904,  enumerated  in  said  statement,  and  the  net  earnings 
per  mile  of  said  roads  as  reported  by  the  railroads  to  the  Railroad  and  Ware- 
house Commission  for  year  ending  June  30,  1904,  showing  that  the  per  cent 
of  earnings  per  mile,  to  value  per  mile,  is  as  follows:) 


ATCHISON,   TOPEKA  &  SANTA    FE. 


Average  value  of  property  per  mile 

Average  net  earnings  per  mile 

Per  cent  of  earnings  per  mile  to  value  per  mile 


$21,385 
5.124 

28.64* 


BALTIMORE  &  OHIO  SOUTHWESTERN,  BALTIMORE  &  OHIO  &  CHICAGO  AND  BALTIMORE 

OHIO  CONNECTING. 


Average  value  of  property  per  mile 

Average  net  earnings  per  mile 

Per  cent  of  earnings  per  mile  to  value  per  mile 


$7. 983 
2, 793 
34.98* 


CHICAGO   &  EASTERN   ILLINOIS  AND  SUBSIDIARY   LINES. 


Average  value  of  property  per  mile 

Average  net  earnings  per  mile 

Per  cent  of  earnings  per  mile  to  value  per  mile 


$17,670 
5,241 
29.66* 


CHICAGO,    CLEVELAND,    CINCINNATI   &  ST.  LOUIS  AND  SUBSIDIARY  LINES. 

Average  value  of  property  per  mile $14, 9i)3 

Average  net  earnings  per  mile 2, 592 

Percent  of  earnings  per  mile  to  value  per  mile 17.39* 


109 

CHICAGO  &  ALTON. 

Average  value  of  property  per  mile $30, 665 

Average  net  earnings  per  mile 4, 876 

Per  cent  of  earnings  per  mile  to  value  per  mile 15 .09$ 

CHICAGO,    BURLINGTON    &  QUINCY. 

Average  value  of  property  per  mile  $21,015 

Average  net  earnings  per  mile 2,725 

Per  cent  of  earnings  per  mile  to  value  per  mile 12.96$ 

CHICAGO,    MILWAUKEE  &  ST.  PAUL. 

Average  value  of  property  per  mile  $32, 257 

Average  net  earnings  per  mile 8,787 

Percent  of  earnings  per  mile  to  value  per  mile 27.24$ 

CHICAGO.    PEORIA  &  ST.  LOUIS. 

Average  value  of  property  per  mile  $4,236 

Average  net  earnings  per  mile 486 

Per  cent  of  earnings  per  mile  to  value  per  mile 11 .47* 

CHICAGO,    ROCK  ISLAND  &  PACIFIC. 

Average  value  of  property  per  mile  $17,455 

Average  net  earnings  per  mile 8,329 

Per  cent  of  earnings  per  mile  to  value  per  mile 47. 71$ 

CINCINNATI,    INDIANAPOLIS  &  WESTERN. 

Average  value  of  property  per  mile  $6, 721 

Average  net  earnings  per  mile 1,363 

Per  cent  of  earnings  per  mile  to  value  per  mile 20.28* 

DAVENPORT,    ROCK  ISLAND  &  WESTERN. 

Average  value  of  property  per  mile  ' ". $15,289 

Average  net  earnings  per  mile 448 

Per  cent  of  earnings  per  mile  to  value  per  mile 2.93$ 

EAST  ST.  LOUIS  CONNECTING. 

Average  value  of  property  per  mile  $177,922 

Average  net  earnings  per  mile 52,316 

Percent  of  earnings  per  mile  to  value  per  mile 29.40$ 

ELGIN,  JOLIET  &  EASTERN. 

Average  value  of  property  per  mile $37, 662 

Average  net  earnings  per  mile 3,557 

Percent  of  earnings  per  mile  to  value  per  mile 9.44$ 

FULTON  COUNTY  NARROW  GAUGE. 

Average  value  of  property  per  mile  $1, 254 

Average  net  earnings  per  mile 95 

Percent  of  earnings  per  mile  to  value  per  mile 7.75$ 

GALESBURG    &   GREAT  EASTERN. 

Average  value  of  property  per  mile $5, 779 

Average  net  earnings  per  mile 153 

Per  cent  of  earnings  per  mile  to  value  per  mile 2.67$ 

GRAND  TRUNK    WESTERN. 

Average  value  of  property  per  mile $32,297 

Average  net  earnings  per  mile 160 

Per  cent  of  earnings  per  mile  to  value  per  mile 0.5$ 


110 


ILLINOIS   NORTHERN 


Average  value  of  property  per  mile $2,871 

Average  net  earnings  per  mile 1,702 

Percent  of  earnings  per  mile  to  value  per  mile 59. 28$ 


ILLINOIS  SOUTHERN. 


Average  value  of  property  per  mile $4,157 

Average  net  earnings  per  mile , ,. ..  1,007 

Per  cent  of  earnings  per  mile  to  value  per  mile 24.23* 

ILLINOIS  TERMINAL. 

Average  value  of  property  per  mile $3. 039 

Average  net  earnings  per  mile 3,274 

Per  cent  of  earnings  per  mile  to  value  per  mile 107.73* 

INDIANA,  ILLINOIS  &  IOWA. 

Average  value  of  property  per  mile $7, 340 

Average  net  earnings  per  mile 1,579 

Per  cent  of  earnings  per  mile  to  value  per  mile 21 . 51* 

IOWA    CENTRAL. 

Average  value  of  property  per  mile $4, 515 

Average  net  earnings  per  mile 1,683 

Percent  of  earnings  per  mile  to  value  per  mile 37.27* 

LAKE   ERIE   &  WESTERN. 

Average  value  of  property  per  mile $4,216 

Average  net  earnings  per  mile 1, 783 

Percent  of  earnings  per  mile  to  value  per  mile 42.29$ 

LAKE  SHORE  &  MICHIGAN  SOUTHERN. 

Average  value  of  property  per  mile $64, 968 

Average  net  earnings  per  mile 13, 598 

Percent  of  earnings  per  mile  to  value  per  mile 20.93* 

LA SALLE  &  BUREAU  CO. 

Average  value  of  property  per  mile $2,180 

Average  net  earnings  per  mile 1,565 

Per  cent  of  earnings  per  mile  to  value  per  mile 71 .80* 

LOUISVILLE   &   NASHVILLE. 

Average  value  of  property  per  mile $18, 083 

Average  net  earnings  per  mile , 3,555 

Per  cent  of  earnings  per  mile  to  value  per  mile 19.65* 

MICHIGAN   CENTRAL. 

Average  value  of  property  per  mile $61,057 

Average  net  earnings  per  mile 1,217 

Per  cent  of  earnings  per  mile  to  value  per  mile 1 .99* 

MOBILE  &   OHIO. 

Average  value  of  property  per  mile $13, 669 

Average  net  earnings  per  mile 595 

Per  cent  of  earnings  per  mile  to  value  per  mile 4 .35* 

NEW  YORK,  CHICAGO  &  ST.  LOUIS. 

Average  value  of  property  per  mile $24, 318 

Average  net  earnings  per  mile 817 

Per  cent  of  earnings  per  mile  to  value  per  mile 3.36* 


Ill 

PAWNEE. 

Average  value  of  property  per  rnile $7,604 

Average  net  earnings  per  mile 1,766 

Per  cent  of  earnings  per  mile  to  value  per  mile 23.22$ 

PEORIA   &  PEKIN  UNION. 

Average  value  of  property  per  mile $12,563 

Average  net  earnings  per  mile 14,382 

Percent  of  earnings  per  mile  to  value  per  mile ._  114.48$ 

PITTSBURG,  CINCINNATI,  CHICAGO  &  ST.  LOUIS. 

Average  value  of  property  per  mile , $27.080 

Average  net  loss  per  mile 3,780 

Per  cent  of  loss  per  mile  to  value  per  mile 13.95$ 

QUINCY,  CARROLTON  &  ST.   LOUIS.     ' 

Average  value  of  property  per  mile $507 

Average  net  earnings  per  mile > 58 

Per  cent  of  earnings  per  mile  to  value  per  mile 11.44$ 

ST.   LOUIS,  BELLEVILLE  &   SOUTHERN. 

Average  value  of  property  per  mile $21,723 

Average  net  earnings  per  mile .-,  1,384 

Per  cent  of  earnings  per  mile  to  value  per  mile 6.37$ 

ST.   LOUIS,  TROY   &   EASTERN. 

Average  value  of  property  per  mile $24,273 

Average  net  earnings  per  mile 14,320' 

Per  cent  of  earnings  per  mile  to  value  per  mile 58.99$ 

SOUTHERN  RAILWAY  CO. 

Average  value  of  property  per  mile $10, 570 

Average  net  earnings  per  mile 1,253 

Per  cent  of  earnings  per  mile  to  value  per  mile 11.85$ 

TERRE   HAUTE  &   INDIANAPOLIS   (VANDALIA.) 

Average  value  of  property  per  mile $15,090 

Average  net  earnings  per  mile 2, 106 

Percent  of  earnings  per  mile  to  value  per  mile : 13.95$ 

TOLEDO,  PEORIA  &  WESTERN. 

Average  value  of  property  per  mile $4. 851 

Average  net  earnings  per  mile 1, 123 

Percent  of  earnings  per  mile  to  value  per  mile .' 23.15$ 

TOLEDO,  ST.  LOUIS  &  WESTERN. 

Average  value  of  property  per  mile $13, 947 

Average  net  earnings  per  mile 2,031 

Per  cent  of  earnings  per  mile  to  value  per  mile 14.56$ 

TOLUCA,  MARQUETTE  &  NORTHERN. 

Average  value  of  property  per  mile $    817 

Average  net  earnings  per  mile 1,662 

Percent  of  earnings  per  mile  to  value  per  mile 188.43$ 

WABASH.   CHESTER   &   WESTERN. 

Average  value  of  property  per  mile  $6, 376 

Average  net  earnings  per  mile 465 

Per  cent  of  earnings  per  mile  to  value  per  mile 7.29$ 


112 


WISCONSIN   CENTRAL. 


Average  value  of  property  per  mile 

Average  net  earnings  per  mile , 

Per  cent  of  earnings  per  mile  to  value  per  mile. 


$19,391 
5,187 
26.75* 


WABASH  RAILROAD  CO. 

Average  value  of  property  per  mile $5, 663 

Average  net  earnings  per  mile....   1,799 

Percent  of  earnings  per  mile  to  value  per  mile 31.76^ 

Table  showing  net  earnings  per  mile  of  road  from  operation  in  Illinois  for 
the  year  ending-  June  30,  1904 — as  reported  by  the  railroads  to  the  Railroad 
and  Warehouse  Commission.  (See  pag-es  128  to  131,  inclusive,  Report  Railroad 
and  Warehouse  Commission,  1904.) 

STEAM  RAILROADS. 


1 

2 

3 

4 

5 

NAME  OF  COMPANY. 

Gross  earnings  from 
operation  per  mile  of 
road  (including  track- 
age rights)  

Operating  expenses  per 
mile  of  road  (includ- 
ing trackage  rights).  .. 

Net  earnings  per  mile  of 
road  (including  track- 
age rights)  

Net  loss  per  mile  of  road 
(including  trackage 
rights)  

1 

2 
3 
4 
5 
6 
7 
8 
9 
10 
11 
12 
13 
14 
15 
16 
17 
18 
19 
20 
21 
22 
23 
24 
25 
26 
27 
28 
29 
30 
31 
32 
33 
34 
35 
36 
37 
38 
39 
40 
41 
42 

A     T  &  S  F.  Ry  Co.  (The) 

Dol. 
16,351 
6,657 

Dol. 
10,  227 
3,864 

Dol. 
6,124 
2,793 

Dol. 

1 

2 
3 
4 
5 
6 
7 
8 
9 
10 
11 
12 
13 
14 
15 
16 
17 
18 
19 
20 
21 
22 
23 
24 
25 
26 
27 
28 
29 
30 
31 
32 
33 
34 
35 
36 
37 
38 
39 
40 
41 
42 

Baltimore  &  Ohio  K.  R.  Co. 

B.  &  O.  Con.  R.  R.  Co 

B.  &  O.,  &  Chicago  R.  R.  Co  



B.  &  O  Southwestern  R.  R.  Co 

Belt  Ry.  Co.  of  Chicago  (The)  

77,958 
58 
12,907 

42,938 
273 
9,365 

35,020 
'"3,'542 

"'215 

Calumet  Western  Ry.  Co 

Chicago  Great  Western  Ry  .  Co  
Chicago  Heights  T.  T.  R.  R.  Co 

Chicago  Junction  Ry.  Co 

33,  707 
"'25,235 

""l2,  '457 
8,142 
14,130 

23,  148 
'"21  ,'936 

10,559 
'3,'  299 

Union  Stock  Yards  &  Transit  Co  



Chicago  Short  Line  Ry.  Co 

Iroquois  Iron  Works  
Chicago  Terminal  Transit  R.  R.  Co 

9,120 
5,518 
9,254 

3,337 
2,624 
4,876 

Chicago  Union  Trans.  Rv.  Co  
Chicago  &  Alton  Ry.  Co."  (The) 

Chicago  &  Alton  R   R  Co.  (The) 

Joliet  &  Chicago  R  R  Co  (The) 

Chicago  &  Eastern  Illinois  K  .  R  .  Co  

13,670 

8,429 

5,241 

K   Illinois  &  St  Louis  R   R   Co 

Chicago  &  Erie  R.  R                                      

14,  532 

7,207 

11.787 

4,801 

2,745 
2,406 

Chicago  &  N   Western  Ry  Co 

Chicago  &  W   Ind.  R.  R.  Co 

C     B.  &  Q.  R.  R   Co 

C.,  B.  &  Q.  Ry.  Co  ... 
Chi     Ind   &  St.  Louis  Ry.  Co                      

7,704 

4,979 

2,725 

Chi..  Lake  Shore  &  Erie  Ry  .  Co  
Chicago  &  Kenosha  Ry.  Co. 

18,  744 

10,134 

8,610 

Chicago  &  Southeastern  Ry  Co 

Joliet  &  Blue  Island  Ry.  Co 

'"8,'787 
486 

Chicago   Mil  &  St.  Paul  Ry.  Co 

19,  357 
6,002 

10,  570 
5,516 

Chi.,  Peoria  &  St.  Louis  Ry.  Co.  of  111  
Alton  Terminal  Ry.  Co 

Litchfield  &  Madison  Ry.  Co     

Chicago,  Peoria  &  Western  Ry.  Co 

'8,'  329 

Chicago    Rock  Island  &  Pacific  Ry.  Co 

22,006 

13,677 

Peoria  &  Bureau  Valley  R.  R.  Co  
C..  W.  P.  &  So.  Ry.  Co.  (The)        

27,  554 

18,530 

9,024 



Cinn     Hamilton  &  Dayton  Ry  Co 

Cinn.,  Ind.  &  Western  Ry.  Co 

5,668 

4,305 
8,560 

1,363 
2,592 

C  .  C.,  C.  &St.  L.  Ry.  Co  
C..  I.  &  St.  L.  Short  Line  Rv.  Co... 

11,152 



113 


Steam  Railroads — Continued. 


1 

2 

3 

4 

5 

NAME  OF  COMPANY. 

Gross  earnings  from 
operation  per  mile  of 
road  (including  track- 
age rights)  

Operating  expenses  per 
mile  of  road  (includ- 
ing trackage  rights)  .  .  . 

Net  earnings  per  mile  of 
road  (including  track- 
age rights)  

Net  loss  per  mile  of  road 
(including  trackage 
rights)  

43 
44 

45 
46 
47 
48 
49 
50 
51 
52 
53 
54 
55 
56 
•7 
58 
59 
60 
61 
62 
63 
64 
65 
66 
67 
68 
69 
70 
71 
72 
73 
74 
75 
76 
77 
78 
79 
80 
81 
82 
83 
81 
85 
86 
87 
88 
89 
90 
91 
92 
93 
94 
95 
96 
97 
98 
99 

Kankakee  &  Senaca  Ry  Co 

Dol. 
1,666 
8,760 
2,971 
354,172 
10,  379 

Dol. 
1,766 
6,806 
2,523 
301,856 
6,822 
982 

Dol. 

Dol. 
100 

43 

44 
45 
46 
47 

48 
49 
50 
51 
52 
53 
54 
55 
56 
57 
58 
59 
60 
61 
62 
63 
64 
65 
66 
67 
68 
69 
70 
71 
72 
73 
74 
75 
76 
77 
78 
79 
80 
81 
82 
83 
84 
85 
86 
87 
88 
89 
90 
91 
92 
93 
94 
95 
96 
97 
98 
99 

Peoria  &  Eastern  Ry.  Co 

1,954 
448 
52,316 
3.557 
95 

Davenport,  Rock  Island  &  Northw'n  Ry.  Co.. 
East  St.  Louis  Connecting  Ry.  Co  
Elgin,  Joliet  &  Eastern  Ry.  Co 



Fulton  County  Narrow  Guage  Ry.  Co  
Fulton  County  Extension  Ry.  Co 

1,077 

Grand  Trunk  &  Western  Ry.  Co 

15.  445 

15,285 

160 

Grand  Trunk  Junction  Ry.  Co 

Galesburg  &  Great  Eastern  R.  R.  Co 

1,242 
12,800 

1,089 
8,  595 

153 

4,205 



Illinois  Central  R.  R.  Co  
Blue  Island  R.  R.  Co 

Chicago  &  Illinois  Southern  R    R.  Co 

Illinois  &  Indiana  R.  R.  Co 

Peoria    Decatur  &  Mattoon  R.  R.  Co 

South  Chicago  R.  R.  Co        .            

St.  Charles  Air  Line    .   .   . 

Illinois  Northern  Ry.  Co  
International  Harvester  Co 

17.507 

15,805 

1,702 

Illinois  Southern  Ry.  Co  
Illinois  Terminal  R.  R.  Co  
Illinois  Valley  BeltR.  R.  Co 

2,164 
8,302 

1,157 
5,028 

1,007 
3,274 

Illinois,  Iowa  &  Minnesota  Ry.  Co  
Indiana,  Illinois  &  Iowa  R.  R.  Co.  (The)  
Iowa  Central  Rv.  Co  

17,  562 
6,912 
7,203 
2,296 
6,816 
62,536 
3,918 
10,596 

15,854 
5,  333 
5.520 
3,299 
5.  033 
48,938 
2,353 
7,041 

1.708 
1,579 
1,683 



Jacksonville  &  St.  Louis  Ry          ..   .. 

303 

Lake  Erie  &  Western  R.  R.  Co 

1,783 
13,598 
1,565 
3,555 

'    'l,'2i7 

Lake  Shore  &  Michigan  Southern  Rv.  Co  .  . 
LaSalle  &  Bureau  County  Ry.  Co 

Louisville  £.  Nashville  R.  R.  Co  
Macoupin  County  Railway  Co     ...         .       .   .. 

Michigan  Central  R    R.Co  ..   . 

13,628 

12,411 

Joliet  &  Northern  Indiana  R.  R.  Co 

Terminal  R.  R.  Co 



Mobile  &  Ohio  R.  R.  Co.  (The)  
St.  Louis  &  Cairo  R.  R.  Co     ... 

9,728 

9,133 
"  5,383 

595 

New  York,  Chi.  &  St.  Louis  R.  R.  Co.  (The).. 
Chicago  &  State  Line  R.  R.  Co.  (The)  
Pawnee  R.  R.  Co      

6,200 

"  '3,'  736 
26,  814 

817 



1,970 
57,  135 

1,766 

"'SO,'  321 

Pennsylvania  R.  R.  Co  
Pit'sburg,  Ft.  Wayne  &  Chicago  Ry.  Co 

S.  Chicago  &  Southern  R.  R.  Co.  (The) 

""3,  '780 

Pitts,.,  Cin  ,  Chi.  &  St.  Louis  Ry.  Co  
En^lewood  Con   Ry  Co 

24,  329 

28,  100 



Peoria  &  Pekin  Union  Ry.  Co 

49,443 
750 
3,208 
14,285 
88,041 

35,061 
692 
2,791 
14.072 
51.969 

14,382 
58 
417 
213 
33,072 

Quincy,  Carrollton  &  St.  Louis  Ry  
Quincy.  Omaha  &  Kansas  City  R.  R.  Co 

St.  C.,  M.  &  St.  L.  Belt  R.  R.  Co  
St.  Louis  Merchants  Bridge  Term.  Ry.  Co  
Granite  City  &  Mad.  B.  L.  R.  R.  Co  
Mad..  111.  &St.  Louis  Rv.  Co  




St.  Louis  Mer  Bridge  Co 

""206 

St.  Louis,  Hell.  &  Southern  Ry.  Co             .       .. 

1,965 
3,184 

"'21  ,'498 
8,051 

581            1,384 
3,390  

"  'i.'iis  ""14^326 

6,7981          1,253 

St.  Louis.  Iron  Mt.  &  Southern  Ry.  Co  
Herrin  Rv  
St.  Louis,  Trov  &  Eastern  R.  R.  Co        

Southern  Ry.  Co  ... 

—SEW 


114 

Steam  Railroads — Concluded. 


1 

2 

3 

4 

5 

NAME  OF  COMPANY. 

Gross  earnings  from  op- 
eration per  mile  of 
road  (including  track- 
age rights)  

Operating  expenses  per 
mile  of  road  (including 
trackage  rights)  

Net  earnings  per  mile  of 
road  (including  track- 
age rights)  

Net  loss  per  mile  of  road 
(including  trackage 
rights)  

100 
101 
102 
10* 
104 
105 
106 
107 
108 
109 
110 
111 
112 
113 
114 
115 
116 
117 
118 

Terminal  Railroad  Association  of  St.  Louis  
East  St  Louis  Belt  R   R   Co 

Dol. 
717,589 

Dol. 
360,329 

Dol. 
357,260 

Dol. 

100 
101 
102 
103 
104 
105 
106 
107 
108 
109 
110 
111 
112 
113 
114 
115 
116 
117 
118 

East  St.  Louis  &  Carondelet  Ry.  Co  
Illinois  Transfer  R.  R.  Co  . 

St  Loui<5  Bridge  Co 

Terminal  R.  R.  Co.  of  East  St.  Louis 

Terre  Haute  &  Ind.  R.R.Co  
St.  Louis,  V.  &  T.  H.  R.  R.  Co.  (The)      

9,954 

7,848 

2,106 

Terre  Haute  &  Peoria  R.  R  Co 

Toluca,  Marquette  &  Northern  R.  R.  Co  
Toledo,  Peoria  &  Western  Ry.  Co 

3,170 
5,271 

i,r,os 

4,148 

5,382 
7,410 

1,662 
1,123 
2,031 
1,799 

•;  

Toledo,  St.  Louis  &  Western  R.  R.  Co  .... 
Wabash  R.R.Co                       .     . 

7.413 
9,209 

Hannibal  Bridge  Co 

Louisiana  &  Pike  County  R.  R.  Co 

1 

W.,  C.  &  W.  R.  R,  Co.  (The)    . 

1,793 
11,881 

1,328 
9,388 

465 
2,493 

W.  &  M.  Valley  Ry.  Co  

American  Steel  &  Wire  Co 

Wisconsin  Central  Ry.  Co  
Total 

11,154 

5,967 

5,187 
3,378 

10,986           7,608 

The  following-  is  a  comparison  of  the  dividends  paid  ending  with  the  fiscal 
years  as  of  June  30,  1903  and  1904,  respectively: 


1903 

1904 

NAME  OF  COMPANY. 

Amount. 

Amount. 

Per  cent 
on  common 
stock. 

Per  cent 
on  preferred 
stock. 

A.,  T.  &  S.  F.  Ry.  Co. 

$9,786.910 

$9,  786,  910 

4 

5 

B.  &  O.  R.  R.  Co           .  .. 

8,385,241 

6,885,241 

4 

2 

Belt  Ry.  Co.  of  Chicago 

96,000 

96,000 

8 

Chicago  &  Gt.  West  Ry.  Co  
Chicago  Junction  Ry.  Co 

1,594,313 
132,000 

1,329,286 
132,000 

4  and  2^ 
6 

Union  Stock  Yds  &  T  Co 

?96,  627 

C.  &  A.  Ry.  Co.  (The) 

781,760 

940,  310 

7 

4  and  7 

C.  &  A.  R.  R.  Co.  (The) 

J.  &C.  R.R.Co.  (The)... 

115 


Comparison  of  Dividends  Paid — Concluded. 


1903 

1904 

NAME  OF  COMPANY. 

Amount. 

Amount. 

Per  cent 
on  common 
stock. 

Per  cent 
on  preferred 
stock. 

C.  £E.  I.  R.  R.Co... 
C  &  \   W   Ky  Co 

$1,173,586 
4,852,014 

$    987,266 
5,  174,  924 

6  and  10 

6 

8 

C.  &  W.  1.  R.  R.Co    

300,000 

300,000 

6 

C     B  &  Q.  Rv.  Co 

C..  B.  &  Q.  R.  R.  Co     

7,  758,  455 

7,758,737 

7 

C..  M.&St  P.Ry.Co  
C     P   &  St.  L  Ry  Co.  of  111 

7.655.H76 

7,418,481 

7 

7 

Alton  Term.  Ry.  Co             

i,666 

9 

C     R.  1.  &  P.  Rv.  Co 

5,618,658 

5,985,060 

8 

P   &  B   V   R    R   Co 

135,000 

120,  000 

8 

R.  I.  &  P.  Ky.  Co 

90,000 

C     W  P  &  S  Ry  Co.  (The) 

5,000 

C.  &  VV.  I.  Rv.  Co         

167,322 

2.35 

C.,  C..  C.  &  St.  L.  Ry.  Co  
E  J   '&  E  Ry  Co 

1,645,268 
240  000 

1,645,268 
240.000 

5 
4 

4 

Illinois  Central  R.  R.  Co... 
St   L     A   &  T.  H.  R.  R   Co 

5,702,400 
938 

5,702,400 

6 

I..  I.  &  I    R.  K.  Co.  (The) 

200,000 

100,000 

2 

L.  K.  &  W.  R.  R.  Co... 

473,600 

355,200 

3 

L.S.  &  M.S.  Ry.Co  
L.  &  B.  C.  R.  R   Co 

3,516,005 

4,010,670 
6,000 

8 
12 

10 

L.  &  N.R.R.  Co  
Mich.  Cent.  R.  R.  Co           .       .   .. 

3,000.000 
1,097,040 

3,000,000 
916,867 

5 
4 

J    &  N.  I.  R.  R.  Co 

15  000 

15.  000 

M    &  O   R    R   Co 

107  412 

121  412 

2 

St.  L.  <&  C.  R.  R.Co 

97,500 

97,500 

tttf 

NY     C   &  St   L   Ry  Co 

580  000 

580,000 

5  and  3 

Pennsylvania  Co 

1,200,000 

1,600.000 

4 

P.,  Ft.  W.  &C.  Ry.Co  
S  C   &S  R   R   Co   (The) 

3,037,511 
33  700 

3,203,059 

7 

P.,  C.,  C.  &  St.  L.  Ry.  Co  ...'.".... 
E   C   Ry  Co 

1,651,222 
5  952 

1,651,414 

3 

4 

P.  &  P.  U.  Ry.  Co. 

40,000 

St   L  ,  T   &  E   R   R   Co 

43,  750 

43  750 

12V2 

St  L     I   M   &  S  Ry  Co 

2  578  831 

2  578  832 

10 

Southern  Ry.  Co 

3,000,000 

3,000,000 

5 

Term.  R    R   A  of  St  L 

St.  L.  Bridge  Co 

239,400 

239,  400 

6  and  3 

Wabash  R    R  Co 

68  000 

68  000 

8 

L  &  P.  C.  R.  R.  Co 

735 

739 

W   &  M    V   R   R  Co 

6  000 

Total  

$76,944,877 

$76,654,675 

5.03 

5.01 

Increase 

$290,202 

Statement  showing  dividends  paid,  and  items  of  surpluses  as  reported  to  the 
Railroad  and  Warehouse  Commission  for  the  year  ending1  June  30,  1904. 

Table  k-A"  shows  the  total  amount  of  dividend  paid  by  each  road,  the  rate 
per  cent  and  the  amount  placed  to  surplus  for  1904  in  Illinois  and  the  total 
surplus  in  Illinois  apportioned  to  Illinois.  Where  the  data  pertaining  to 
Illinois  is  incomplete,  it  is  given  for  the  entire  line  under  table  "B." 


116 
TABLE  "A" — ILLINOIS. 


Dividends 

Ri 

per' 

ite 
cent. 

Surplus 

Total 

NAME  OF  COMPANY. 

paid 
in 
Illinois. 

Common. 

Preferred  . 

ending 
June  30, 
1904. 

Surplus 
in 
Illinois. 

A.  T.  &  S.  F.  Ry.  Co 

$    341  563 

4 

5 

$1,334,706 

$3,408  560 

B.  &  O.  R.  R.  Co... 

913,622 

4 

4 

C.  Gt.  Ry.  Co 

270  688 

4&5 

124,686 

368,  508 

C.  &  A.  Ry.  Co... 

752,248 

7 

4&7 

98,  079 

C.  &  E.  1.  R.  R.  Co  .. 

580,  856 

6&10 

6 

646,836 

2,  456,  220 

C.  &  N.  W.  Ry.  Co 

478,787 

7 

8 

20,800 

1,017,476 

C..B.  &  Q.  R.  R.  Co  

1,349,020 

7 

732,922 

C..L.  S.  &  E.  Ry.  Co 

534,  365 

C.,M.  &St.  P.  Ky.  Co... 

428,  788 

7 

7 

2,632,837 

C..R.  1.  &  P.  Ry.  Co 

386,  036 

8 

2,151,316 

C    I  &  W.  Ry.  Co 

86  579 

2  35 

C..C..C.  &  St.  L.  Ry.  Co  .. 

419,  543 

5 

4&6 

60,  284 

E..J.  &  E.  Ry.  Co 

190,  296 

4 

66,  206 

1,340,131 

I.C.R.R.Co  

5,  309,  505 

6 

Illinois  Southern  Rv.  Co          .• 

2.429 

Illinois  Terminal  R.  R.  Co.  .. 

32,425 

69,709 

I.,  I.  &  I.  R    R.Co        . 

58  246 

2 

9,723 

Iowa  Central  Ry.  Co 

47,016 

582,  857 

L.  E.  &  W.  R.  R.  Co. 

59,283 

3 

20,021 

141.392 

L.  S.  &  M.S.  Ry.  Co 

63,  369 

8 

16,5r>8 

328,877 

LaSalle  &  Bureau  Co.  R.R.Co  
L.  &  N.  R.  R.Co 

6,000 
15,630 

12 
5 

3.084 
325,  263 

31.  961 

M.  C.  R   R.Co 

1  764 

4 

20  317 

St.  L.  &  C.  R.  R.  Co 

97,500 

1  5 

93.  034 

N.  Y.,C.  &  St.  L  R.  R.  Co 

8  584 

3&5 

Pawnee  R.  R.  Co  ... 

14.  279 

15,288 

Penn.  Co 

33,600 

4 

P   C    C   &  St  L  Ry  Co 

549 

3 

4 

301  481 

St.  L.,T.  &  E.  R.  R.  Co 

43,750 

12  5 

218  852 

489,199 

Southern  Ry  Co 

95  400 

T.  M.  &  N.  R.  R.  Co 

5,  219 

12,  953 

T.  St.  L.  &  W.  R.  R.  Co. 

719 

98,674 

232,  142 

Wabash  R.R.Co      

11,070 

208,684 

Wisconsin  Central  Ry.  Co 

158,124 

631.171 

TABLE  "B" — WHOLE  LINE. 


NAME  OF  COMPANY. 

Dividends 
paid- 
whole  line. 

Rate 
per  cent. 

Surplus 
for  year 
ending 
June  30, 
1904. 

Total 
Surplus- 
whole 
line. 

Common. 

Preferred. 

B.  &  O.  R   R.  Co 

$9,370,482 
5,985,060 
5,  702,  400 
3,  000,  000 
916,867 
121,412 
1,600,000 
1,651,414 
3,000,000 

4&4 
8 
6 
5 
4 
2 
4 
3 

"4"" 
5 

$5,506,647 
16,516,209 
4,339,147 
3,688,387 
230,327 
1,055,825 
533,012 

"'406,'  593 
292,372 

$  7,311,95* 
22,343,95; 
4,386,72r 
11,684,424 
8,093,4(X 
1,  273.70J 
7,092,18( 
3.952,92? 
6,162,89* 
1,881,794 

C.,  R.  I.  &  P.  Ry.  Co  .. 

I.  C.  R.  R.  Co 

L.  &  N.  R.  R.  Co  .. 

M.  C.  R.  R.  Co 

M.  &  O.  R.  R    Co 

Penn.  Co 

P.,C.,C.  &St.  L.  Ry.  Co                   .             

Southern  Ry.  Co... 

T.  H.  &  I.  R.  R.  Co          

NOTE — For  dividends  paid  and  surplus  amounts  covering  "Whole  Line"  of  other  roads,  see 
annual  report  of  Railroad  and  Warehouse  Commission  for  year  ending  June  30,  1904,  pages 
102  to  107,  inclusive. 


117 

COMPARATIVE  INCOME  OF  RAILROADS,  1904. 

Illinois,  11,529  miles—  gross  income  ...............................................     $    139,749,392 

Ohio,  8,  933  miles—  gross  income  ......  •  .............................................  116,923,167 

Iowa,  9,  800  miles—  gross  income  ...................................................  57,  692.  095 

United  States,  209,002  miles—  gross  income  ........................................      2,067,420,505 

GROSS   INCOME  PER   MILE  OF   MAIN  LINE. 

Illinois,  11,529  miles...  $12,121 

Ohio,  8,933  miles  ........................  ...    ......................................  ..  12,977 

Iowa,  9.800  miles  ...................................................................  5,886 

Michigan,  8,  240  miles...                 ....................................................  7,978 

United  States,  209,002  miles  ................................................  .........  9,890 

EARNINGS. 
GROSS  EARNINGS  FROM  OPERATION. 

Illinois,  11,529  miles...  ..............................     $    133,092,165 

Ohio,  8,  933  miles  ..                                                     .....................................  113.648.356 

Iowa.  9,800  miles  ....................................................................  56,606,526 

United  States,  209,002  miles  .........................................................      1,966,633,821 

GROSS  EARNINGS  PER  MILE  FROM  OPERATION. 

Illinois  ..............................................................................  $11,544 

Ohio  ..................................................................................  12,  722 

Iowa  ..................................................................................  5,776 

United  States  .........................................................................  9,410 

OPERATING    EXPENSES. 
Illinois  ...............................................................................     $      92,163,681 

Ohio  .................  ...............................................................  85,  859,  938 

Iowa..  42,694,060 
United  States  .........................................................................      1,332.382,948 

OPERATING  EXPENSES  PER  MILE. 

Illinois  ..  $7,994 

Ohio  ..................................................................................  9,611 

Iowa  .................................................................................  4,356 

M  ichigan  ...................................  ..........................................  5,  849 

United  States  .........................................................................  6,375 

NET  INCOME  PER  MILE. 

Illinois,  from  total  income  .........................................................  $4,  127 

Ohio,  from  total  income  ............................................................  3,  366 

Iowa,  from  total  income  .............................................................  1,529 

Michigan,  from  total  income  .......................................................  2,129 

United  States,  from  total  income  ...................................................  3,515 

NET  EARNINGS  PER  MILE  FROM  OPERATION. 

Illinois  ..                                   ................................................  $3,550 

Ohio  .................................................................................  3,111 

Iowa  .................................................................................  1,420 

United  States  .........................................................................  3,035 

Statement  from  Poor's  Manual  introduced  in  evidence  showing-  the  financial 
operation  and  condition  of  certain  roads  therein  named. 

C.  &  E.  I.  Ry.  Co. 

Poor's  Manual  for  1904,  page  526. 

Net  income  ..........................................................................  $3,  784,  059 

Six  per  cent  on  common  stock  ......................................................  433,  068 

Six  per  cent  on  preferred  stock  .....................................................  409,  842 

Balance  surplus  ...................  .................     $341,  154 


$631.125   -fc  8%  per  cent. 
Dividend  paid  ............................................         6     per  cent. 


percent  on  common  stock. 


118 


This  company  is  leased  to  the  St.  L.  &  S.  F.  at  Q%  on  the  preferred  stock 
and  10  on  the  common  stock,  with  the  right  to  purchase  (see  page  512,  sec- 
tion 4)  viz.:  $150.00  per  share  for  preferred  stock  and  $250.00  per  share  for 
the  common  stock,  in  stock  trust  certificates. 

This  company  does  not  exact  the  Illinois  distance  tariff  rates,  their  class 
rates  from  Chicago  to  Danville,  III.,  being  as  follows: 

NOTE — Rate  charged  by  Illinois  railroal  schedule. 


1 

2 

3 

4 

5 

6 

7 

• 

9 

10 

30 

25 

20 

13.5 

12.5 

10.5 

10 

9 

7.8 

7 

42.77 

33.37 

26.33 

20.68 

16.55 

13.54 

12.41 

9.78 

7.80 

7.03 

C.  B.  &  Q.  RY.  Co. 

Oct.  1,  1901— All  the  property  of  the  C.,  B.  &  Q.  R.  R.  Co.,  was  leased  to  the 
C.,  B.  &  Q.  Ry.  Co.  for  ninety-nine  years  from  Sept.  30,  1901. 

The  lessee  assumes  all  contracts  and  obligations  of  the  railroad  company 
and  agrees  to  pay  as  rental — 

(a)  The  interest  on  all  outstanding   bonds  and   on  such   additional   bonds 
as  may  be  issued  during  the  term  of  the  lease. 

(b)  Sinking  funds. 

(c)  Taxes. 

(d)  Quarterly  dividends  at  the  rate  of  1%  per  annum  on  the  capital  stock. 
(Poor's  1903,  page  337.) 

For  the  year  ending  June  30,  1903,  the  railway  company,  after  paying  all 
operating  expenses,  taxes,  interest  rentals,  sinking  funds  and  other  charges 
had  a  net  profit  of  $13,388,967.74,  They  paid  1%  dividends  on  $110,839,100.00 
capital  stock  and  had  a  surplus  for  the  year  of  $5.630.512.49.  The  railroad 
therefore  earned  substantially  12  %  on  its  capital  stock.  The  surplus  of 
$5,630.512.49  went  into  the  Northern  Securities  Co^,  that  company  owning 
nearly  all  of  the  stock  of  the  railroad  company,  capitalizing  it  at  about 
$200.00  per  share  in  the  security  company. 

This  company  reports  a  surplus  of  $25,415,533.81  to  June  30,  1903.  (See 
Poor's  Manual  for  1903,  pages  337,  338  and  339.) 

NOTP;— On  March  1,  1904,  the  company  borrowed  $5,000,000.00  for  nine 
months  at  5%  and  in  May  issued  $5,992,000.00  111.  Div.  4%  bonds  and  $9,775,- 
000.00  111.  Div.  3%%  bonds. 

Was  this  $16,000,000.00  spent  on  Illinois  lines,  we  think  not.  yet  it  is 
charged  to  us. 

C.  &  N.  W.   RY.  Co. 


Poor's  Manual  1904,  Page  328. 
1900. 


Preferred  stock $22,398,955 

Common  stock 41,448,366 

Total  paid  in  dividends 

Construction  expenditures  charged  against  income  in  1900  (for  convenience^ 
Surplus 


Paid?  percent $1,567,650 

Paid  6  per  cent 2,346,744 

$3,914,394 

$4,542,041 
1,605,119 

,     $6,147,160 

$6,147,160  is  15  per  cent  on  common  stock,  plus  6  per  cent  paid,  is  21  per  cent  on  common 
stock. 


Total, 


119 

1901. 

Preferred  stock $22,398,955        Paid  7  per  cent. ..  .     $1,567,560 

Common  stock 41,448,366       Paid  6  per  cent. ..  2,346,744 


Total  paid  in  dividends $3,914,394 

Construction  expenditures  charged  against  income  for  1901  (for  convenience) $4,169,r>26 

Surplus 1,737,367 

Total $5,906,893 

$5,906,893  is  14^4  percent  on  common  stock,  plus  6  per  cent  paid  on  common  stock,  is  20^ 
on  common  stock. 

1902. 

Preferred  stock...                           ..$22,398,955       Paid  8  per  cent. ..                             .  $1,791.600 

Common  stock 41,448,366       Paid  7  per  cent 2,737,868 


Ti.tal  paid  in  dividends .' $1,529,468 

Construction  expenditures  charged  against  income  for  1902  (for  convenience) $4,697,055 

Surplus 1.348,302 

Total $3,045,357 

$6,045.357  is  14^  per  cent  on  common  stock,  plus  7  per  cent  paid,  is  2lV£  per  cent  on  com- 
mon stock. 

1903. 

Dividend  on  preferred  stock,  8  percent : $1,791,600 

Dividend  on  common  stock,  7  per  cent *3,OJO,414 


Total  paid  in  dividend-; $4,852,014 

Construction  expenditures  charged  against  income  for  1903  (for  convenience) .-. $5,013,418 

Surplus 523,830 


Total $5. 537, 248 

$5,537,248  is  11  percent  on  common  stock,  plus  7  per  cent  paid,  is  18  per  cent  on  common 
stock. 

*Comrnon  stock  was  increased  $9,226,110  during  1902-03. 

CHICAGO.  MILWAUKEE  &  ST.  PAUL  RY. 
Poor's  Manual  1903,  Pages  363-365. 

June  30,  1902. 
Dividends  paid— 

7  per  cent  on  common  stock  outstanding,  of $")8,183,900  00 

7  per  cent  on  preferred  stock  outstanding,  of 46, 682, 400  00 

Note  11,  page  365. 

RENEWAL  AND  IMPROVEMENT  FUND. 

(Created  during  the  year  ending  1896,  to  provide  for  track  elevation  in  Ciiicago,  and  other 

extraordinary  expenses.) 

Charged  to  operating  expenses  account  of  this  fund,  to  June  30,  1902 $8, 810, 000  00 

Interest  received  on  balances 306, 014  00 


Total $9,116,014  CO 

This  amount  was  expended  as  follows: 

For  track  elevation  in  Chicago $    826,390  61 

Third  and  fourth  main  tracks 140,224  45 

Reducing  grades  and  improvements 2,144,632  25 

Escanaba  docks,  etc 618,55384 

Change  of  line  at  Redtield,  S.  D 24, 729  48 

Change  of  guage 200,018  44 

Menominee  Valley  connection 17,778  28 

Replacement  of  bridges 458.457  b7 

Total $4,435,785  02 

Balance  unexpended 4,680,229  07 

9,116,014  09 


This  company  reports  in  Poor's  Manual,  1903.  page  1540: 

Net  income,  June  30,  1902,  to  June  30,  1903 $16,574,593  94 

Payments,  interest ; $6,101,335  00 

Dividends...  3,694,43550 

9,795,770  50 

Balance  for  the  year $6,778,823  44 

Surplus  for  credit  balance  June  30,  1S02. ..  .     $20,682,068  61 


120 

CENTRAL  R.  R. 
Poor's  Manual,   1904,  Pages  398-1545. 

1902-3. 

Total  net  income .     $18,811,34139 

Interest.. $3,049,740  00 

Taxes 1,862,072  05 

Rentals 3,170,13621 

8,081,948  26 


Net  profit  for  year $10,729.393  13 

Surplus  dividend  fund  brought  forward 1,132,446  92 


Total  amount  available  for  dividend $11,861,840  05 

*Now  this  is  equivalent  to  13J4  per  cent  on  capital  stock  of  $79,200,000  Illinois  Central,  and 
$10,000,000  leased  line  stock  outstanding  June  30,  1902. 

Now  what  was  done  with  this  money — 

6  per  cent  dividends. •    $5, 702, 400  00 

Set  apart  for  sinking  fund  5  per  cent  bonds  due  April  1,  1903 100, 000  00 

Betterments 4,881,253  00 

Surplus  dividend  fund 1,178,186  00 

-  $11,861,839  00 

The  company  increased  its  capital  stock  $15,840,000  during  1902-3. 


Poor's  Manual,  1904,  Page  1410. 

1903-4 

Net  earnings $14,037,884  00 

Other  income 2,716,549  00 

-    $16, 765,  433  00 
Payments- 
Interest $3,481,825  00 

Rentals 2,464,250  00 

Taxes 1,942,431  00 

6  percent  dividends 5,702,400  10 

13, 590, 906  00 


Balance  net  profit $3,163,527  00 

This  is  equal  to  3Vt,  plus  6  per  cent  paid,  equals  9M  Per  cent  earned  in  1903-4. 
This  amount  was  spent  as  follows— 

Betterments *$2,579,329  00 

Advanced  Duluth  &  Sioux  City  Ry 536,619  00 

Surplus 47,579  00 

- $3,163.527  00 

Capital  stock  increased  Aug.  29,  1902,  by  $15,840,000,  for  purpose  of  paying  for  construct- 
ing, completing,  of  improving  the  lines  of  the  Illinois  Central  Railway  Company,  making 
total  capital  stock  of  $95,040,000— (Page  378  Poor's  1904.) 

*A11  charged  to  Illinois.  (See  Illinois  Railway  and  Warehouse  Commissioners' Report, 
page  125.) 

C.,  R.  I.  &  P.   R.  R. 

The  C.,  R.  I.  &  P.  R.  R.  controls  the  C.,  R.  I.  &  P.  Ry.  Co.  (Poor's  Manual 
1904,  page  757.)  On  July  31,  1902,  the  C.,  R.  I.  &  P.  R.  R.  Co.  offered  the 
stockholders  of  the  railway  company  for  each  share  of  their  capital  stock, 
$100  of  its  4^  100-year  bonds,  $70  in  preferred  stock  of  the  Rock  Island  Com- 
pany, (a  New  Jersey  corporation  organized  July  31,  1902)  and  $100  in  common 
stock  of  the  same  company,  i.  e.  Rock  Island  Company — $270  shares  (page  632 
of  Poor's  Manual  of  1902). 

Now  we  have  the  Chicago,  Rock  Island  «fe  Pacific  Ry.  Co.,  The  Chicago,  Rock 
Island  &  Pacific  Railroad  Co.,  sometimes  called  the  Rock  Island  System,  and 
last  but  not  least  the  Rock  Island  Company. 

It  seems  clear,  the  C.,  R.  I.  &  P.  Ry.  Company  the  real  tangible  thing,  must 
or  is  expected  to  earn  and  pay  on  each  original  share  of  $100  capital  stock, 
the  following  4^  on  $100  bonds,  dividends  on  $70  prefered  stock,  and  $100  com- 
mon stock. 


121 


Poor's  Manual,  1904,  Page  764. 


June  30,  1903. 
Net  earnings. 


Rent 
Interest 
Dividends 
Surplus 


$17,868,541  63 


Less  amount  paid  for  dividend  from  Stockholders  Im- 
provement loan  account 


$1,336,692  84 
1,212,189  79 
6,123,840  09 

5,680,539  87=  8  per  cent  dividend. 
3,890,262  16=  5J4  per  cent. 


$18,243,524  63    13^  per  cent  earned. 

374,983  00 
$17,868,541  63 


POPULATION  1903. 

Iowa  (9, 800  miles)  2, 336,484 ;  population  per  mile  of  railway 238 

Ohio  (8,933  miles)  4,302,860;  population  per  mile  of  railway 481 

Indiana  (6,800  miles),  2,614,223;  population  per  mile  of  railway 384 

Illinois  (11, 529  miles)  5,117, 036 ;  population  per  mile  of  railway 443 

Michigan  (8, 240  miles)  2, 510, 647 ;  population  per  mile  of  railway 305 


NAME  OF  ROAD. 

Miles 
in 
Illinois. 

Earnings. 

Operating 
expenses. 

Per  cent  of 
operation 
to 
earnings. 

Erie  R     R 

$290,  496 

$    235,629 

81 

Grand  Trunk  Rv  
Michigan  Cenra'l  R     R 

26 
45 

471,997 
807,209 

467,  105 
735,  123 

99 

91  7 

N.  Y.  C.  &St.  L  R.  R  
Penn.  Company 

10 
31 

116,932 
831,249 

101,518 
1,772,444 

86.8 
213 

Pan  Handle  Ry... 

30 

738.  144 

852,832 

115.5 

L   S   &  M    S    Ry         

14 

876,  753 

686,112 

78  3 

$4.  132,  780 

$4.850.763 

This  shows  a  deficit  of  $717,983. 

If  these  roads  had  been  operated  at  69.2  per  cent,  the  same  as  the  other 
roads  in  Illinois,  there  would  have  been  a  surplus  of  $128,092,  which  added  to 
the  deficit,  would  make  a  difference  in  operation  of  $846,075. 

The  record  shows  that  terminal  charges  are  not  distributed  to  whole  line 
but  charged  entirely  to  Illinois  mileage.  The  Pennsylvania  company  reports 
a  deficit  in  Illinois  of -$1,174,731.86.  Making-  a  computation  on  train  mileage 
basis,  which  distributes  terminal  charges  over  the  entire  system  where  they 
belong-,  we  get: 

Gross  earnings $853,053  00 

Operating  expenses .'. 118,069  00 

Income  from  operation $734, 984  00 

Income  from  property 174, 841  00 


Total  income. .. 
Less  fixed  charges. 


$909.825  00 

344,004  00 

Netincome...  ..$565,82100 


331  W.  H.  Eubanks,  re-called.  The  witness  testifies  as  to  the  amount  of  cap- 
ital stock  both  common  and  preferred,  reported  to  the  Board  of  Equal- 
ization by  the  various  railroads  in  Illinois,  and  also  the  amount  appor- 
tioned by  the  railroads  to  the  State  of  Illinois.  Witness  also  reads  from 
reports  made  to  the  State  Board  of  Equalization  the  items  of  fair  cash  value 

of  all  of  the  tangible  property  of  said  railroads  in  this  State. 
339     In    ascertaining  the  amount  of  the  capital  stock    apportioned  to  Illinois, 
per  mile,  I  divided  the  value  of  the  capital  stock  shown  in  Illinois  by  the 
number  of  mile  of  railroad. 
343     Auditor's  report  for  years  1902,  1903  and  1904  introduced  in  evidence. 


122 

345  In  1902  there  were  two  terminal  roads  in  Chicago  assessed  on  capital 
stock,  outside  of  that  the  railroads  in  Illinois  were  not  assessed  on  their 

capital  stock,  the  tangible  property,  according  to  the  returns  of  said  railroad, 
equaling  the  amount  of  the  capital  stock  per  mile. 

349  As  to    1903  the  same  answer  would  apply,    that   there  was  no  assessment 
made  on  the  capital  stock  of  the  railroads  in  Illinois. 

350  (Note:  See  preliminary  report,  income  account  of  railroads  of  the  United 
States  for  1904,  as  prepared  by  the  Interstate  Commerce  Commission.) 

352  Frank  G.  Ewald,  cross-examination  as  to  his  testimony    on    the  question 
of  dividends. 

353  Leave  granted  to  amend  pleadings. 

ABSTRACT    OF    EVIDENCE    OFFERED    ON    PART    OF    DEFENDANTS. 

355  Mr.  Brown — It  has  been  currently  reported,  and  I  understand,  though 
I  have  not  seen  the  circular,  that  a  circular  was  issued  by  one  of  the 
parties  to  this  proceeding,  stating  that  the  railroads  had  offered,  consented 
to  and  were  willing  to  agree  that  this  commission  might  make  a  reduction  of 
25  per  cent  of  the  rates  in  this  State,  and  I  think  it  is  due  to  ourselves  to 
contradict  it.  1  ask  permission  to  introduce  a  witness  to  show  that  no  such 

proposition  was  made. 

365     W.  B.  Hamblin,  General  Freight  Agent  of  the  C.,  B.  &  Q.  Railroad. 
Examined  in  chief  by  Mr.  Dawes. 

I  was  at  one  time  chairman  of  a  committee  of  traffic  men  of  the  roads  rep- 
resented here  as  defendants,  to  negotiate  an  adjustment  or  settlement  of 
these  rate  questions  with  a  committee  of  shippers.  This  committee  met  in 
Chicago  early  in  1902.  We  submitted  a  proposition  to  the  shippers'  commit- 
tee as  follows — I  have  a  memorandum  of  it: 

"Memorandum:  Iowa  scale  up  to  75  miles;  grade  between  75  and  100  miles 
to  reach  the  present  Illinois  scale,  western  classification  to  be  the  official 
classification  for  Illinois." 

There  was  no  proposition  submitted  at  any  time  by  that  committee  for  a 
direct  reduction  of  rates  of  20  per  cent  or  any  other  per  cent.  This  propo- 
sition when  applied  to  the  traffic  in  Illinois  would  not  make  any  reduction. 
On  short  distances  it  does  make  a  reduction,  but  when  applied  to  the  traffic 
of  the  State,  it  advances  the  rates. 

Cross-examination  by  Mr.  Hamlin. 

Q.  Now,  then,  you,  in  the  goodness  of  your  heart,  made  them  a  propo- 
sition that  you  knew  would  advance  the  rates,  didn't  you? 

A.     They— 

Q.     Answer  that  question  now. 

A.  Yes,  sir,  we  did,  but  this — they  took  it  under  advisement  between  them 
and  when  they  came  back  there  two  or  three  weeks  afterwards  they  rejected 
it. 

Q.  But  you  knew  when  you  made  that  proposition  as  the  last  one,  that 
you  were  making  them  a  proposition  that  would  advance  the  rates? 

A.     Well,  that— 

Q.     Answer  yes  or  no. 

A.     I  felt  certain— 

Q.  Hold  on,  Mr.  Hamblin.  answer  that  yes  or  no.  Now,  didn't  you — isn't 
that  the  fact  about  it? 

A.     I  knew  that  it  would  advance  some  of  them. 

Q.     Oh,  some  of  them? 

A.     Yes,  sir. 

Q.  Didn't  you  say  a  moment  ago  that  you  knew  it  would  advance  rates,  in 
answer  to  Mr.  Dawes? 

A.     Yes,  sir. 
387     Samuel    J.    Cooke,    examined    in  chief  by    Mr.  Brown.       I    am    general 

freight  agent  of  theC.  &  E.  I.  Railroad. 

389     The    rates    that  Mr.    Barlow,  gave    in    his    testimony    are    substantialy 
correct;  there  are  one  or  two  slight  differences.     But  the  rates  are  sub- 
stantially as  he  gave  them. 


You  will  recollect  comparisons  were  drawn  between  the  rates  for  example 
from  Detroit  to  Mt.  Vernon,  and  Chicago 'to  the  same  point.  I  have  here  a 
tabulation  of  rates  that  shows,  first,  our  own  class  rates,  that  is  the  class 

rates  that  we  voluntarily  made  ourselves  from  Chicago  to  Mt.  Vernon. 
390     In    addition    to   those  rates    being  lower  than  the  maximum    rates,  we 
have  a  number  of  commodity    rates.     There  are  sixty   or  seventy  items. 
Thelllinois  Commissioners'  schedule  is  higher  than  these  commodity  rates  as 
follows: 

Axes  26  per  cent;  canned  goods,  44.5  per  cent:  coffee,  17  per  cent;  crackers, 
44.5  per  cent;  grindstones.  44.5  per  cent;  pickles,  44 .5  per  cent;  sugar,  17  per 
cent;  vinegar,  44.5  per  cent;  bar  iron,  166  percent,  etc.,  etc. 

The  Illinois  distance  tariff  is  from  8  .to  14  per  cent  higher  than  the  regular 
class  rates  made  by  the  C.  &  E.  I. 

392  These    commodity    rates    are  made    because,  being    a    Chicago    line  and 
Mt.  Vernon  being  a  station  on  our  line,  it  is  natural   we  should  want  to 

build  up  the  trade  between  those  two  points,  for  example.  Detroit. 
Cross  examination  by  Mr.  Hamlin: 

393  Those  interstate  rates— that  is  from  points  in  Michigan  and  C.  &  E.  I.  does 
not  receive  as  high  a  rate  of  returns  as  its  proportion  of  such    interstate 

from  Detroit  through  Chicago  to  Mt.  Vernon,  as  is  charged  on  commodity 
rates  from  Chicago  to  Mt.  Vernon.  In  other  words,  all  above  commodity 
rates  are  higher  than  we  receive  as  our  porportion  on  same  business  from 
Detroit  via  Chicago.  These  rates  are  lower  than  the  Illinois  distance  tariff  in 
order  to  permit  Illinois  business  interests  to  compete  with  outside  cities. 
401  If  a  shipment  was  to  be  made  from  Peoria  to  Mt.  Vernon,  for  instance,  in 
the  absence  of  a  joint  agreement  the  Peoria  line  might  come  to  us  and  say 
"Wehave  got  this  shipment  to  move,  what  rate  will  you  accept  from  your 
junction  point  to  Mt.  Vernon?''  It  is  quite  possible  that  we  should  quote  less 
than  Commissioners'  rate,  unless  we  did,  if  the  shipment  moved  without  any 
previous  arrangement  being  made,  there  would  be  nothing  else  but  the 
two  agents  would  bill  it  at  the  sum  of  the  two  locals.  The  arrangement  is 
usually  embodied  in  a  tariff,  or  by  special  agreement,  and  that  is  almost  in- 
variably less  than  the  sum  of  the  two  locals.  In  making  these  commodity 
rates  to  Mt.  Vernon  we  don't  mean  to  say  that  the  Illinois  tariff  is  too  high 
throughout  the  State.  It  is  particular  competition  to  meet  in  a  certain  lo- 
cality, certain  district,  which  does  not  exist  in  another.  We  are  simply  meet- 
ing these  competitive  conditions  as  we  find  them. 
410  Harry  Gower,  examined  in  chief  by  Mr.  Brown. 

Am  Assistant  Traffic  Manager  of  the  Rock  Island  &  Pacific.  The  rates 
from  Cincinnati,  Indianapolis  and  Detroit  to  Illinois  points  are  made  by  east- 
ern lines.  While  these  rates  are  very  low,  we  either  have  to  participate  in 

them  or  stay  out  of  the  business. 

412  We  have  always  endeavored  to  keep  our  jobbers  at  Rock  Island  and  man- 
ufacturers on  the  same  favorable  basis  as  any  other  jobber  or  manufact- 
urer on  the  Mississippi  river.  So  we  adopt  practically  at  Rock  Island  the 
same  rates  that  are  made  by  the  Pennsylvania  into  Burlington.  That  brings 
us  into  intermediate  territory  east  of  Rock  Island.  These  are  class  and  com- 
modity rates  and  are  lower  than  the  Illinois  distance  tariff. 

Q.     Do  you  allow  any  of  the  roads  to  put  in  a  lower  rate  than   you  do  to 
those  points  in  your  territory? 
A.     Not  if  we  know  it. 

Q.     If  you  know  it,  do  you  meet  that  competition? 

A.  That  is,  if  they  put  in  a  rate  to  Peoria,  it  will  be  the  maximum  for  our 
territory  from  Chicago.  If  they  (eastern  lines)  put  in  a  rate  from  Chicago, 
we  make  the  rate  as  low  from  Chicago  as  from  any  eastern  point.  We  have 

done  that  always. 

415     We  rather  object    to  the  contemplated    reduction  all    over  the    State  on 
account  of  some  sore  spots  in    the  southern  part  of  the   State.     In  other 
words,  we  object  to  taking  physic  because  our  neighbors  have  got  the  stomach 
ache. 


124 

CROSS-EXAMINATION  BY  MR.   HAMLIN. 

We  have  some  cases  where  we  are   carrying-  over  our  lines   at   lower  rates 
than  fixed  by  the  Illinois  distance  tariff.     I  don't  think  the  majority  of   stuff 
that  we  carry  is  carried  at  lower  rates. 

418  We  have  on  our   line  commodity  rates.     We  have  them  from  Chicago  to 
points  on  our  line  in  Illinois.     We  have  them  on  hardware,  lumber,  soap, 

grain,  flour,  all  iron  articles — 1  cannot  remember  them  all:  paper,  straw,  hay, 
agricultural  implements. 

419  These  are  all  lower  than  the  Illinois  distance  tariff 

420  Our  commodity  rates  are  higher  than   the  commodities  on  the  north  and 
south  road  because  we  do  not  run   against  competitive   interstate  con- 
ditions in  our  territory.     Our  rates  from  Chicago  to  Peoria  are  less  than   the 
Illinois  distance  tariffon  account  of  the  low  rates  made  from  the  east       It  is 
true  generally  that  in  order  to  encourage  manufacture  of   materials  entering 

into  manufactories  located  on  our  line  that  we  give  specially   low   rates. 

421  On    the    outbound    stuff  from  those   factories   we  charge  whatever  the 
tariff  is;  they  were  always  lower  than  the  Illinois  distance  tariff. 

423  Deere  &  Co.,  as  well  as  the  Moline  Plow  Co.,  in  joint  rates  get  a  rate  that 
is  lower  than  the  Illinois  distance  tariff.     Over  lines  where  the  business 

initiates  at  Moline  and  terminates  at  an  Illinois  point   passing  over  our  line 
and  another  line  we  make  a  joint  rate  which   is   less   than   a  combination   of 
locals.     I  don't  think  it  is  as  much  as  25  per  cent.     I  say  that  simply  because 
I  would  not  say  that  a  reduction  as  big  as  that  is  necessary. 

424  We  like  to  get  all  we  can  out  of  it.     We  make  less  rates  than  the  Illinois 
distance  tariff  to  Peoria  on  the  classes,  that  is  between  Peoria  and  Chicago, 

to  meet  the  outside  competition.     We  join  or  participate  in  the  through  rates 
from  the  east  to  the  west. 

427  A  large  percentage  of  rates  on  freight    originating  on  the  Pennsylvania 
system  passing  over  their  line  and  over  our  line  to   points  in   Illinois   is 

on  a  rate  in  which  the  Rock  Island  is  as  much  a  party  as   the   Pennsylvania. 
The  same  is  true  as  to  the  Vanderbilt  system. 

428  We  are  parties  to  that  rate. 

W.  B.  Hamblin  called  on  behalf  of  respondents,    and  examined  in  chief 

by  Mr.  Dawes. 
430     I  am  general  freight  agent  of  the  C.,  B.  &  Q.  Ry.  Co.     A  reduction  of  ten 

per  cent  in  rates  on  Illinois  business  would  wipe  out  our  surplus,  and  a 
reduction  of  25  per  cent  on  Illinois  earnings  of  the  kiQ"  in  Illinois  would  wipe 
out  the  dividends,  and  surplus  practically. 

Witness  testified  as  to  increased  cost  of  material,  increased  wages,  etc. 
435  If  the  rate  was  reduced  on  hats  and  caps,  boots  and  shoes,  and  dry  goods, 

I  don't  see  that  the  consumer  would  come  in  on  that  at  all.  If  he  did 
it  would  be  a  fraction  of  a  cent,  that  is,  if  it  was  prorated.  Take  nails:  The 
reduction  that  is  asked  for  would  be  four  or  five  cents  per  hundred  pounds; 

now  the  man  that  used  that  keg  of  nails  would  save  four  or  five  cents. 
437  We  participate  or  join  in  through  rates  with  eastern  lines  to  Illinois 

points. 

439  On  business  going  beyond  the  Mississippi  river  we  join  in  through  rates 
to  make  the  same  rates  through  our  crossings  that  prevail  through  St. 

Louis,  and  we  have  no  control  over  the  rate  to  St.  Louis.  That  rate  is  made 
by  the  eastern  line.  We  join  the  eastern  roads  in  making  the  same  rates  to 
the  same  points  from  the  east  to  Keokuk  and  Burlington. 

Q.     Now,  does  that  militate  against  the  interests  of  Chicago? 

440  A.  It  militates  against  the  interests  of  <_  hicago  to  the  extent,  that  is  if  those 
rates  were  not  there,   they  would  probably  do  all  of  the  business  in  the 

State  of  Illinois,  and  the  manufacturers  and  grocers,  or  retailers,  or  manu- 
facturers, and  wholesalers  in  the  interior  of  the  State  of  Illinois,  could  not  do 

any  business  at  all. 
444     I  take  coal  as  the  barometer  of  good  or  poor  times  in  the  State  of  Illinois. 

I  take  iron  as  the  barometer  for  the  whole  country.  We  are  135,000 
tons  short  on  our  coal  shipments  from  the  first  of  January  to  the  first  of  June 
this  year,  as  compared  with  the  same  months  of  last  year.  The  effect  of  a 
reduction  in  rates  will  certainly  reduce  our  purchases  quite  materially. 


125 

445  It  will  compel  the  laying  oft'  of  a  great  number  of  employes.  It  will 
cause  a  reduction  in  wages  of  the  employes  that  remain,  and  I  don't  know 

what  else  would  happen.     It  would  be  a  question  of  bankruptcy,  that  is  all. 

As  to  the  service  rendered  to  the  public,  it  would  have  to  be  less  expensive 
than  we  are  giving-  them  now. 

447  The  commodity  rates  where  they  are  put  in  to  any  great  extent,  are  rates 
which  go  to  building  up  the  State  through  its  manufacturers  in    the  in- 
terior.    They  are  very  vital  to  the  C.  B.  &  Q.  road  because  we   have  a  great 
number,  probably  a  greater  number  than   any   other  line  in  the   State,   and 
they  have  been  built  up  with  that  idea  without  intentionally  or  otherwise, 
doing  any  injustice  to  any  part,  or  city,  that  wTe  serve,  and  the  rates  from  the 
east  that  Mr.  Barlow  is  complaining  of,  are  absolutely  necessary  for  the  con- 
timianee  of  those  people  in   business  where  they   are   now   located.     A  good 
many  industries  have  left  the  interior  of  Illinois,  and  located  in  Chicago  with 
the  understanding — 

Mr.  Hamlin— This  is  all  objected  to. 

A.     With  the  promise  of — 

The  Chairman — I  think  we  will  let  him  talk  a  little  bit  further. 

Mr.  Dawes — Go  ahead. 

A.  I  say.  with  the  idea  that  Chicago  was  so  much  better  located  for  them 
in  getting  their  in-business  and  their  out-business  cheaply,  and  being  handled 
better  than  anything  else — In  any  other  way — We  have  suffered  quite  a  good 
deal  by  people  leaving  our  line  for  this  purpose. 

448  Mr.  Dawes — Now,  Mr.  Hamblin.  suppose  all  the  rates  north,  south,  east 
and  west,  in  Illinois  were  made  on  a  strictly  mileage  basis,    what  con- 
dition would  that  leave  the  rest  of  the  State  in,  and  what  condition  would   it 
leave  Chicago  in? 

A.     Why ,  my  impression  is  that  Chicago  would  get  very  much  the  worst  of 
it      Now.  when  we  speak  about  these   commodity  rates  out  in  the   interior, 
Chicago  does  a  very  large  proportion  of  the  business.     We  have  special  rates 
from  Chicago  locally  to  those  particular  points. 

451  What  I  wanted  to  say  upon  adjournment  was,  in   connection   with  these, 
what  they  call  the  Central  Freight  Association  scale  rules,  how  they  were 

made,  and  what  kind  of  a  basis  they  were  made  upon — I  imagine  the  gentle- 
men here  claim  that  they  were  voluntarily  put  in  by  the  railroad  in  the 
Central  Freight  territory.  NOWT,  those  rates  were  established  in  the  first 
place  by  the  Ohio  legislature,  or  commission,  whichever  they  have  over  there, 
as  transportation  rates  only;  and  that  the  railroads  themselves  had  the  right 
under  that  law.  to  add  whatever  the  cost  was  for  loading  and  unloading,  and 
for  switching  to  those  rates.  They  are  what  are  called  over  there  minimum 
rates . 

452  Witness  refers  to  certain  rates  between  Richmond,  Ind.,  and  Chicago,  and 
East  St.  Louis,  and  Peoria,  etc.,  which  rates  are  higher  than  the  C.  F.  A. 
scale. 

454  That  is  not  very  much  but  I  only  put  these  examples  in  to  show  that  these 
are  not  what  you  would  call  a  scientific  basis  of  rates.  They  put  the 
minimum  down  and  put  the  others  up  as  high  as  you  can — But  of  course  they 
were— the  C.  F.  A.  scale  was  the  least  rate  that  was  established  for  a  trans- 
portation charge  by  the  commission  or  legislature  of  the  state  of  Ohio,  and 
they  were  called  the  minimum  rates  for  transportation,  and  then  you  could 
add  to  that  whatever  you  saw  fit  that  you  could  justify.  Well,  the  railroads 
themselves  could  never  justify  anything  more  than  they  are  absolutely  obliged 
to  put  on.  They  always  find  the  lowest  and  put  it  in. 

These  rates  are  built  up;  and  the  eastern  roads  are  accepting  very  much 
less  in  proportion  to  their  local  rate  in  order  to  get  their  commodities  into 
this  State,  than  we  are  ourselves.  They  are  bearing  half  or  two-thirds  of  the 
burden  of  these  low  rates,  from  these  other  states  into  Illinois.  Now,  that  is 
what  has  built  up  the  State  as  it  is,  as  a  manufacturing  state. 

These  rates  were  not  voluntary,  but  were  compulsory.  These  eastern  rates, 
or  these  rates  from  all  the  territory  in  the  east  is  what  .has  built  up  Illinois. 
That  is.  when  we  take  the  whole  State  together. 


126 

464     Cross  examination  by  Mr.  Hamlin: 

469  We  carry  commodity  rates  at  less  than  the  Illinois  distance  tariff.  Prob- 
ably on  some  articles  it  is  25  per  cent  less,  but  not  as  an  average  I  don't 
think. 

472  I  believe  that  the  high  tide  has  been  reached  on  the  Burlington  road,  so 
far  as  the  movement  of  tonnage  in  the  State  of  Illinois  is  concerned,  for 
the  reason,  as  I  have  stated,  that  our  coal  business  is  decreasing. 

478  Q.     I  want  you  to  read  this  statement:     You  say  you  furnished  some  ma- 
terial for  this  answer.     In  your  answer  you  say:     "In  the  month  of  Aug- 
ust, 1902,  we  carried  251,938  tons  of  freight  between   points  in   the   State    of 
Illinois,    for    which    we    charged    $355.828.98.     Had  this   same   freight    been 
charged  according  to  the  authorized  maximum  rates,  our  charges  would  have 
been  .$464,617.89.     The  difference  being  $108,788.91,  or  23%  per  cent/'     Now, 
if  that  statement  was  true  in  1902.  is  that  true  in  1904? 

A.     I  should  say  that  it  was. 

Q.  Yes.  Your  figuring  that  it  would  wipe  you  off  the  face  of  the  earth  on 
25  per  cent  reduction  in  rates,  is  based  on  the  earnings  of  the  schedules  that 
you  are  using. 

A.     No.  I  didn't  say  that. 

479  Q.     That  is  true? 

A.     I  said  that  25  per  cent  off  the  amount  we  reported  as  earnings  in  the 
State  of  Illinois,  would  wipe  us  out. 

480  Referring  to  general  rates  the  witness  says:     The  general  basis  of  rates  as 
promulgated    by    the    eastern    lines    was  reached  by   an  agreement  be- 
tween themselves  and  our  western  lines. 

481  That  has  been  so  since  about  1887  or  1888. 

483  Q.     Aren't  you  more   interested  in  the  long  haul  to  Denver  than  you 
would  be,  say  half  way  to  .Denver? 

A.  We  are  interested  only,  that  is.  first,  in  getting  all  of  the  haul  and  all 
of  the  money  we  can  for  the  Burlington  road. 

Q.     Yes. 

A.  In  order  to  do  that  we  have  to  build  up  the  industries  that  are  located 
on  our  lines;  and  in  order  to  build  that  up  we  have  to  make  the  rates  that 
will  enable  the  industries  in  our  own  territory  to  compete  with  industries  or 
manufactories  in  the  same  line  of  business  from  the  east  and  from  other  ter- 
ritory. 

Mr.  Dawes:     That  refers  to  jobbers  as  well  as  manufacturers,  don't  it? 

484  A.     Yes,  sir. 

Q.  Now,  then,  applying  that  principle,  which  is  all  right  as  far  as  you 
go,  from  your  standpoint.  Apply  that  principle  then,  you  take  a  north  and 
south  rate,  with  which  you  understand  the  railroad  commission  has  to  deal 
with  all  railroads  doing  business  in  Illinois? 

A.     Yes,  sir. 

Q.  Then,  assuming  that  to  be  true,  and  assuming  that  you  have  succeeded, 
then  don't  the  same  rule  apply  to  north  and  south  roads  as  to  building  up 
manufacturers  in  the  interior  of  the  State  of  Illinois,  or  along  their  lines 
where  the}7  operate  in  Illinois? 

A.     We  think  they  ought  to  do  it 

Q.     Yes,  so  do  I.     And  if  they  don't  you  think  the  schedule  of  rates  ought 
to  be  such  as  would  compel  them  to  do  it,  if  they   would  not  do   it   volun- 
tarily. 

486  I  was  going  to  suggest  that  the  Burlington  road  are  not  selfish  in  the  rates 
for  which  they  apply  in  applying  them  to  their  own  territory.  Now,  we 
join,  for  instance,  in  Decatur  rates,  to  all  of  the  territory  to  and  west  of  the 
Mississippi  river — we  make  Chicago  rates  to  Decatur  in  connection  with  out- 
line, and  out  of  Decatur  to  all  of  that  territory  up  there,  and  we  take  a  good 
deal  less  for  our  share  from  Chicago  on  whatever  tariff  we  receive  that  busi- 
ness than  we  do  from  Chicago  locally  and  the  same  thing  applies  to  all  of  the 
other  roads.  We  promote  all  of  these  manufactures  in  the  State  of  Illinois. 

Mr.  Hamlin:  Now,  I  object  to  Mr.  Hamblin's  statement  in  respect  to  the 
application  of  other  roads  unless  he  has  been  told  that. 

A.  No,  I  have  not  been  told  that:  I  know  that,  because  in  matters  of  that 
kind,  our  rates  are  identical.  I  am  speaking  now  of  the  Northwestern,  Mil- 
waukee and  Northwestern  roads.  They  permit  all  of  this  territory  down  here 


127 

to  get  into  their  own  territory  on  the  same  basis  they  permit  their  own  people 
to  get  into  it.  notwithstanding-  they  are  one  to  two  hundred,  or  three  hundred 
miles  away.  And  we  have  to  give  up  33  per  cent  to  the  originating  lines. 
Take  Mr.  Harbour,  for  instance,  at  Blooming-ton.  He  manufactures  wragons, 
I  think,  or  implements,  something-  of  that  kind.  We  make  for  him,  we  join 
with  the  other  lines  in  making-  the  rate  from  Blooming-ton  the  same  as  we 
make  from  Peoria,  and  we  take  25  or  33 ^ 14,  per  cent  less  on  his  business  than 
we  receive  on  shipments  that  we  take  locally  out  of  Peoria,  manufactured 
rig-ht  in  our  own  territory.  And  others  do  the  same. 

491  The  rates  from  Blooming-ton  are   less   than  from  Chicago.     They  are  on 
Peoria  basis.     I  don't  know  any  reason  why  they  should  be  any  less  ex- 
cept to  permit  a  manufacturer  to  g-et  into  this  particular  territory  that  he 
wants  to  g-et  into.      The  Chicago  manufacturer  wants  to  get  in  also,  but  he 

gets  in  on  a  higher  rate. 

492  The  Chairman:     Q.     If  you  made  the  same  rates  to  everybody   that  you 
make   to   those   manufacturers  along  your  line,  you  couldn't  run.  could 

you? 

A.     Not  with  any  degree  of  comfort. 

Q.     Well,  it  would  use  up  all  of  your  profits? 

A.     It  would  indeed;  yes.  sir. 

Q.  Well,  then  is  it  necessary  for  other  people  who  are  not  manufacturers 
to  pay  the  profits  on  the  road  in  order  that  the  manufacturers  may  run  their 
factories,  isn't  it? 

A.  That  will  apply  to  a  certain  extent,  but  they  don't  have  the  competition 
that  the  manufacturers  have 

Q.  No? 

A.  They  don't  furnish  anything-  to  the  material  benefit  of  the  State  as  a 
whole,  that  is,  other  people:  that  is.  the  grocery  people  and  the  hardware 
people;  they  have  no  difficulty  whatever  in  doing  business  on  the  Illinois 
schedule  of  rates,  where  the  manufacturers  in  the  interior  of  Illinois  could 
not  exist  under  any  circumstances,  unless  he  had  this  rate,  because  he  has  to 
pay  more  for  his  freight  rates  to  get  his  raw  material  to  his  place,  and  then 
he  has  to  pay  probably  the  same  rate  out,  that  is,  when  he  goes  to  an 

493  interstate  point,  he  has  to  pay;  some  of  them  have  to  pay  Chicago  rates, 
and  others  have  to  pay   Peoria  rates,  but  it  would   not  be  possible  for 

for  the  manufacturers  in  the  interior  of  Illinois  to  undertake  to  buy  goods  in 
competition  with  the  large  terminals,  and  pay  the  local  rate  into  their  manu- 
factory, and  then  pay  Chicago  or  Peoria  rates  out.  It  would  not  be  possible 
for  them  to  do  it  and  live. 

The  Chairman:  And  it  would  not  be  possible  for  the  roads  to  haul  every- 
thing for  the  same  price  they  haul  materials  for  the  factories  and  live? 

A.     No,  sir. 

Q.  Then  the  burden  comes  on  the  other  shippers,  who  are  not  manufac- 
turers, to  pay  a  part  of  the  cost  of  the  freight  for  the  manufacturer,  don't  it? 

A.     The  other  people  feel  no  burden. 

Q.     I  am  not  asking  about  that,  I  am  just  asking  for  the  fact. 

A.     Well,  those  are  the  facts. 

Q.     That  is  all. 

A.  If  you  would  undertake  to  run  the  State  of  Illinois  on  the  Illinois  Dis- 
tance tariff  absolutely,  you  would  simply  use  it  up  as  a  manufacturing  State. 
Mr.  Barlow — That  is  your  judgment,  you  don't  state  that  as  a  fact. 

494  A.     I  state  that  as  a  fact  because  I  have  had  experience  of  that  kind. 
Mr.  Drennan — If  it  was  not  for  these  manufacturing  institutions,    the 

other  fellow  would  have  to  pay  it  all. 

A.     Well,  the  other  fellow  wouldn't  be  there. 

The  Chairman — And  if  it  weren't  for  the  farmer,  the  manufacturer  wouldn't 
be  there.     You  get  right  back  to  the  honest  farmers  after  a  while. 

495  James  R.  Howe,  examined  in  chief  by  Mr.  Drennan,  introduced  the  fol- 
lowing statement  in  evidence: 


128 


I  herewith  attach  a  comparative  table  or  schedule  of  wages  paid  to  various 
railroad  employes  in  the  states  of  Ohio.  Pennsylvania,  Indiana  and  Illinois: 


Ohio. 

Pennsylvania. 

Indiana. 

Illinois. 

Locomotive     e  n  - 
gineers    running 
Atlantic   type   of 
engines    ..  .. 

$3  00  per  100  miles 
$2  65  to  $2  75 
.24*6  to  .25 
.22^2  to  .24*6 
.11*6  to  .12*6 
.17*6  to  .18*6 

$100  and  $110 
$40  00  to  $45  00 

$3  00  per  100  miles 
$2  65  to  $2  75 
.24J4  to  .25 
.22^  to  .24*4 
.11*6  to  .12y2 
.17*6  to  .18*6 

$100  and  $110 
$40  00  to  $45  00 

$3  00  per  100  miles 
.26*6  to  .27*6  Per  hr 
.24*6  to  .25 
.22*6  to  .241/2 
.Ill/a  to  .12*6 
.17*6  to  .18 

$100  and  $110 
$40  00  to  $45  00 

$3  90  per  100  miles 
.30  an  hour 
.27*£  to  .28*£ 
.26     to  .30 
.15 
.22*6  to  .25 

$125  to  $140 
$55  00  to  $65  00 

Boilermakers  

Machinists  
Carpenters 

Laborers  
Fhemen  
Passenger  conduc- 
tors   
Brakemen  

These  latter  two  schedules  of  wages  are  monthly  wages,  regardless  of  miles  run. 


Railroad  switch  - 
men  .., 


.22*6  to  .25; 


.22*6  to  .25! 


.22*6  to  .25 


.30  to  .32*6 


and  in  the  larger  cities  in  what  are  known  as  first-class  yards,  35  cents  an  hour. 

These  statements  are  made  from  my  own  personal  experience  in  contact 
with  men  employed  in  these  various  positions  in  the  various  states  above 
mentioned,  and  can  be  verified  by  the  reports  of  the  commissioner  of  railway 
and  telegraph  of  Ohio  and  the  railroad  and  warehouse  commissions  of  Indiana 
and  Pennsylvania.  I  desire  to  have  these  entered  in  the  records  of  the  case 
now  on  hearing-  before  the  Railroad  and  Warehouse  Commission  of  the  State 
of  Illinois. 

Respectfully  submitted, 

JAMES  R.    HOWE, 
Oeieral  Counsellor  the  Brotherhood  of  Locomotive  Engineers. 

499  Owing-  to  the  illness  of  Mr.  Howe  his  cross  examination  was  dispensed 
with. 

Mr.  Hamlin — Since  I  cannot  cross  examine  the  witness,  I  will  ask  you  to 
admit  the  following-,  that  the  scale  given  in  this  exhibit  is  fixed  by  the  re- 
spective unions  of  the  different  employments. 

Mr.  Dawes — I  don't  care  if  they  are. 

Mr.  Drennan — By  contract  with  the  railroad  companies. 

Mr.  Hamlin — Well,  they  are  fixed  by  the  unions. 

Mr.  Drennan— Well,  by  contract  with  the  railroad  companies. 

Mr.  Dawes — It  don't  make  any  difference;  that  is  the  wages  we  pay. 

500  Mr.    Hamlin — And    furthermore,    that  the  unions  in  Illinois  have  suc- 
ceeded in  getting  a  higher  scale  than  in  those  other  states. 

Mr.  Drennan — Because  we  could  afford  to  pay  it. 
Mr.  Hamlin — Well,  I  am  glad  of  that.     Let  that  go  in  the  record. 
Mr.  Drennan — Yes,  sir;  we  cannot  afford  to  pay  it  if  you  reduce  our  freight 
rates. 

501  H.  P.  Cornick,  chief  clerk  of  the  division  freight  office  of  the  L.  &  N.  Rail- 
way Company  at  Evansville,  Indiana,  examined  in  chief  by  Mr.  Hamill. 

Mr.  Cornick  testified  from  the  following  exhibits,  which  refer  to  the  traffic, 
earnings,  operating  expenses,  taxes,  etc.,  of  the  L.  &  N.  Railroad  Company. 

These  exhibits  from  table  No.  1  to  table  No.  10  apply  only  to  the  L.  &  N. 
railroad. 

TABLE  No.  1. 

(a)'  Gross  earnings  per  mile  from  all  freight  business  in  Illinois $7.23348 

(b)  Operating  expenses,  per  mile,  Including  taxes  on  all  freight  business  in  Il- 

linois          4,783  12 

(c)  Percentage  of  operating  expenses  and  taxes  to  gross  earnings  on  all  freight 

business  in  Illinois  ...  66.12$ 


129 


(a) 

(b) 
(c) 

(d) 
(e) 

(f) 

<g) 


TABLE  No.  2. 

Ratio  of  domestic  gross  earnings  from  freight  to  total  gross  earnings  from  all 

freight  business  ..................................................................  21.4$ 

Value  of  cost  of  reproduction  per  mile  .  ..........................................     $44,39434 

Portion  of  value  or  cost  9f  reproduction   per  mile  engaged  in  doing  domestic 

freight  business  in  Illinois  ......................................................   _    9,500  39 

Gross  earnings  per  mile  from  domestic  freight  business  in  Illinois  .............        1,  551  30 

Operating  expenses  and  taxes  per  mile  on  domestic  freight  business  in  Illi- 

nois, plus  10r;  for  extra  cost  of  doing  domestic  business  .......................        1,128  26 

Net  earnings  per  mile  from  domestic  freight  business  in  Illinois  ................  423  04 

Per  cent  earned  per  mile  on  domestic  freight  business  in  Illinois  based  upon 
portion  of  value  or  cost  of  reproduction  of  road  engaged  in  domestic  busi- 
ness ..............................................................................  4.45$ 


TABLE  No.  3. 

(a)  Value  or  cost  of  reproduction  per  mile  ............................................  $44,394  34 

(b)  Gross  earnings  per  mile  from  all  freight  business  in  Illinois  .....................  7,233  48 

(c)  Operating  expenses,  including  taxes,  per  mile,  on  all  freight  business  in  Illi- 

nois... ...........................................................................  4,783  12 

(d)  Net  freight  earnings  per  mile  ....................................................  2,45036 

(e)  Percent  earned  per  mile  on  all  freight  business  in  Illinois  ......................  5.52$ 


TABLE  No.  4. 

(a)     Net  earnings  per  mile  on  domestic  freight  business  in  Illinois $    42304 

(bi    Equal  to  5  percent  on  the  following  valuation  per  mile 8,460  80 


ALL  FREIGHT  TKAFFIC  IN  ILLINOIS. 


Valuation  for 
taxation  charge- 
able to  freight 
traffic. 

Gross 
freight  earnings. 

Operating 
expense  and  taxes 
chargeable  to 
freight. 

Net  gain 
from  operation 
freight 
traffic. 

Percentage 
earned  on  as- 
sessed value  by 
freight  traffic. 

$3, 205, 136 


1,313,574 


$910,531 


$403,043 


12.6 


Earnings  all  freight  traffic  in  Illinois  on  basis  of  assessed  value. 


Assessed  value 
chargeable 
domestic  freight 
traffic,  Illinois. 

Gross  freight 
earnings  domestic 
traffic 
in  Illinois. 

Operation  ex- 
pense plus  10  per 
cent  and  taxes 
chargeable 
domestic  freight 
traffic. 

Net  earnings 
operation 
domestic 
traffic. 

Per  cent 
earned 
on  assessed 
valuation. 

$999,853  (10 

$281,731  91 

$213,514  55 

$'8,?17  36 

6.8 

Earnings  of  domestic  freight  traffic  in  Illinois  based  on  assessed  value. 


Operating  ex- 

Net result  from 

Gross  freight 

pense  plus  10  per 
cent  additional 

operation  freight 
traffic  after  deduct-! 

Assessed  value 
chargeable  to 
domestic 
freight  traffic 
in  State  of  Illinois. 

domestic  freight 
traffic  in  Illinois, 
i.e., 
business 
between  points 
in  Illinois. 

cost  of  handling 
local  business,  and 
proportion  of 
taxes  and  interest 
on  bonds  charge- 
able to  domestic 
freight  traffic 

ing  cost  of  general 
expense  conduct- 
ing transportation, 
maintenance  of 
ways  and  equip- 
ment, taxes  and 
interest  chargeable 

Per  cent 
earned  on 
assessed  value. 

in  Illinois. 

to  domestic  traffic. 

$999,853  00 

$281,731  91 

$251,121  33 

$:il,610  58 

3.16 

-9  R  W 


130 


TABLE  No.  8. 

Assessed  valuation  for  taxation $4.672,210  00 

Taxes  paid,  chargeable  to — 

Passenger $15,265  54    31.4  percent 

Freight 33,353  03    68.6  percent 


Assessed  value,  chargeable  to  - 

Passenger 

Freight 


$48,618  57 


$1.467.074  00 
3,205,136  00 

4,672,210  00 


TABLE  No.  9. 

Memo  of  earnings  and  operating-  expenses  on  traffic  in  Illinois  L.  &  N.  Rail- 
road Company. 


Gross  Revenue  all  Business  in  Illinois. 


Revenue.     !    Percentage. 


Passenger,  mail,  express. 

$    601,032 

31  4 

Freight  

1,313,574 

68  6 

$1,914,606 

100 

See  page  113  Commissioners  report,    leaving  out    of    consideration    income 
from  other  sources  than  traffic. 


Total  operating  expense  in  Illinois  (page  121) 

Chargeable  to— 

Passenger 31.4  per  cent 

Freight. 68.6  per  cent 


$1.278,685  00 


$101,507  00 
877.178  00 


1,278.685  00 
Includes  general  expense,  conducting  transportation,  maintenance  of  way  and  equipment. 

Gross  freight  earnings,  all  business  in  Illinois $1, 313, 574  00 

Gross  freight  earnings,  domestic  business  between  points  vv.thin  the  State  of 

Illinois 281,731  91 

Ratio  of  domestic  to  all  freight  business  in  State  of  Illinois 21.4  per  cent 

Proportion  of  assessed  value,  line  in  Illinois,  chargeable  to  domestic  business— 

-    freight : $999,85300 

Proportion  of  taxes  paid  chargeable  to  domestic  traffic,  freight 7,137  55 


TABLE  No.  JO. 

Proportion  of  operating  expense  plus  10  per  cent  chargeable  to  domestic  freight 

traffic  in  Illinois $187,616  00 

Plus  10  per  cent 18,761  00 

Increased  cost  of  handling  local  business $206,377  00 


517  Cross-examination  by  Mr.  Hamlin: 

These  figures  are  taken  from  the  books  of  our  auditing  department.     They 
were  taken  by  the  auditor.     I   didn't   take   them  from   the  books  myself.     I 

haven't  the  original  books;  the  auditor  has. 

538  James  R.  Howe  recalled,  for  cross-examination  by  Mr.  Hamlin. 
540  It  is  the  schedule  of  agreement  of  the  Brotherhood  of    Locomotive    Engi- 
neers that  the  rate  of  wages  shall  be  the  same  on  all  roads  east  of  the  Mis- 
souri river,  where  the   general   offices   are   in   Chicago.     That  applies   to  the 
"Q,v  Northwestern  and  C.  R.  I.  &  P.     The  C.  &  A.  have  a  different  schedule. 
The  C.  &  A.  scale  is  slightly  lower.     They  run  a  different  type  of  engine.     I 
don't  know  what  the  scale  is  on  the  I.  C.   nor  on  the  Frisco,  or  C.  X-  E.  I. 
544  Examination  by  Mr.  Brown: 

The  wages  are  generally  higher  in  this  State  than  in  the  eastern  districts, 
anywhere  from  12!._>  to  25%.     I  am  only  representing  the  engineers. 

549  W.  E.  Keepers,    general    freight  agent  of   the   Illinois  Central   Railroad 
Company,  examined  in  chief  by  Mr.  Brown: 

550  Mr.  Barlow's  statement  as  to  traffic  from  the  east  was  in  the  main  correct 
Those  rates  from  the  east  are  fixed  very  largely  on    a  mileage    scale    into 

Illinois.     A  little  in  excess  in  some  cases  of  the   Central   Freight  scale   made 
by  the  short  lines  on  the  direct  east  and  west  lines. 


131 

The  Central  Freight  Association  rates  on  the  first  six  classes  are  lower  than 
the  Illinois  distance  tariff  but  as  to  the  other  lower  classes   in   Illinois   some 
of  these  are  lower  than  the  C.  F.  A.  scale. 

551  In  the  central    freight  territory  there  are   almost  no  commodity  rates,  so- 
called,    nearly   everything-  being-    covered  by  the  classification  in   the  six 

classes,  while  in  Illinois,  as  I  said  before,  there  are  ten  classes,  and  there  are 
numerous  special  commodity  rates,  and  all  kinds  of  rates  lower  chan  the  com- 
missioner's classification. 

552  In  order  to  meet  this  competition  from  eastern  points   there  have  been  a 
great  many  commodity  rates  made  in  Illinois;  on  all  classes  of  freight  man- 
ufacturing or  jobbing,  merchandizing,  products  of   the  soil,   forest  products, 
coal  and  everything  else.     I   have   some   of   these  tariffs  with   me.     We  get 
special  commodity  rates  on  fruits  and  vegetables  from  southern  Illinois. 

(Witness  reads  from  exhibit  No.  1  to  his  testimony.) 

557  As  to  the  competition  from  eastern  points,  some  time  ago  when  the  gentle- 
men representing  the  larger  freight  interests  of  Chicago — that  is  to  say, 
the  business  of  heavy  freight,  called  upon  us,  we  went  into  it  pretty  thorough- 
ly, and  discussed  it  pro  and  con.  The  rates  from  their  claim— the  complaint 
was.  as  it  is  now  with  the  rates  from  Central  Freight  points  to  Illinois  points 
served  by  this  company,  were  lower  than  from  Chicago,  and  we  endeavored, 
without  much  difficulty,  to  find  out  what  the  difference  was.  We  realized 
that  the  rates  were  lower,  the  actual  rates,  and  we  made  up  a  schedule  mak- 
ing rates  from  Chicago  to  vario-us  points  in  Illinois,  a  great  many  points  in 
fact,  it  covers  two  pages  here. 

559  These    tariffs    take  in  practically  all  the  lines  in  the  territory  where  the 
rates  from  points  east  of  the  Illinois  and  Indiana  line  are  made  on  this  so- 
called  Central  Freight  scale,  or  anything  approximating  it.     These  rates  are 
not.  in  every  case,  of  course,  the   same   as  rates    from  the  competitive  terri- 
tory east. 

560  These  commodity  rates    were  made  to  allow  the  Illinois  shippers    to  com- 

?ete  with  eastern  competition  and  consist  of  some  seventy- four  articles, 
t  has  been  the  policy  of  other  roads  to  do  the  same  thing. 
Witness  then  introduces  a  great  number  of  commodity  tariffs. 
568  These    rates  arise    when  necessity  arises.     We  don't    make  them  and  put 
them  in  effect  unless  there  is  some  use  for  them,  as  a  rule.     Yes,  here  is  a 
rate   on   brick,    Springfield  to   Rockford,   the  rate  is   5  cents  per  100  pounds. 

Tariff  9.14  cents  per  100  pounds. 

570  Our    company  and  the  other    companies    have  made  like  provisions  with 
reference  to  the  shippers  in  interior  towns,   and   we  are  always  ready  to 
do  so  when  conditions  seem  to  indicate  the  advisability  of  doing  it. 
572  The  official  classification  is  lower  than  the  Illinois  classification,  from  the 
fact  that  there  are  four  more  classes  in  that  classification.       Besides  sev- 
eral commodities  in  the  classification   more  than  in  the  schedule  of  the  com- 
mission which  include  grain,  lumber,    salt,  etc. 

574  Referring    to    the  commodity    tariffs  before  him,  which  are  all  based  on 
a  lower  rate  than  the  Illinois  distance  tariffs,  the   witness  states: 

575  I  can    say  that  we  have  made  it  a  rule    always     to  take  up  any  question 
where  there  is  complaint,  or  after  any  indication  that  the  commercial  con- 
dition   are  such  that  lower  rates  than  the   Illinois  distance   tariff  should  be 
used,  or  that  we   should  make  the   rate  necessary  to  develop  the  business,  or 

to  meet  the  competition  from  the  outside,  we  always  do  so. 

576  Cross-examination  by  Mr.  Hamlin 

578  We  don't  charge  any  more  to  Springfield  than  we  do  to  East  St.  Louis. 

580  The    distance    from  Chicago  to   East  St.  Louis  on  the  Alton  road  is     285 
miles.     By  our  line  it  is  292.     The  East  St.  Louis  scale  of  rate  applies  to  a 

large   territory  as  maximum  rates.       It  applies  for  Freeport,   Rockford  and 
that  territory.     That  is  true  from  Chicago  to  Effingham. 

581  The    first    class    rate  to  Springfield  is  47  cents.     It  is  the  same  as  to  East 
St.  Louis  and  there  is  no  change  until  it  goes  down  to  145  miles. 

582  The     commissioners'     schedule     from  Chicago  to  East  St.  Louis  is  54.8. 
We  charge  first  class  to  East  St.  Louis  47  cents  and  make  the  same  charge 

from  Chicago  to  Springfield. 


132 

583  We  carry  a    large  number  of  commodity  rates,    various  kinds  of  rates,  in 
the  State  less  than  the  commissioners"  schedule,  as  we  call  it.     There  are 
a  great  many  of  them.       The  greater  part  of  our  business  in  tonnage,  of  the 
Illinois  Central   Railroad,  beginning  and   ending  in  the  State  of   Illinois,  is 
carried  at  less  than  the  commissioners'  rates.      I  should  consider  that  consid- 
erably over  one  half  was  carried  that  way. 

585  As    to  the    rates    shown  on  Exhibit  2,  to  my  testimony,  those  rates  were 
made  as  follows:  We  had  a  meeting  of  the  railroads  and  shipping  interests, 

and  it  is  my  recollection  that  we  considered  the  competition  from  all  of  the 
points  that  the  shippers  named  as  competitive  points,  and  on  the  articles  that 
they  considered  as  staples,  on  which  the  freight  rates  entered  very  largely  in 
the  handling  of  the  business,  sales  thereof  and  profits. 

586  It  covers  groceries,  hardware  and  iron    articles,  pipe  and    various  things 
of    that   kind;    lamp    chimneys.       As  I  remember  that  was  accomplished 
in  the  gas  field  country  in  Indiana — various  things  of  that  sort. 

588  James  Peabody.  examined  in  chief  by  Mr.  Brown. 

I  am  statistician  of  the  A.  T.  &  S.  F   Ry. 

592  Mainly  the  states  of  Ohio,  Indiana  and  Michigan  embrace  the  Central  Traf- 
fic Association  territory.      I  have  made  computations  as  to  the  density  of 
traffic  in  groups  2.  3  and  6.  under  the  interstate  commerce  business. 
594  Group    two    embraces    New  York,  New  Jersey,  Pennsylvania  and  a  little 
piece  of  Maryland.   The  density  of  population  in  group  three  is  much  larger 
than  group  six.       The  Interstate  Commerce  Commission  make   up  a  table  in 
their  annual  report  in  1903   in  which  they  place   the  number  of  miles  of  line 
for   10,000  inhabitants  in  group  three  as  23.62;  in  group  six  they  have  34.74 
miles  for  every  10,000  inhabitants. 

596  The  states  comprised    in  group  six  are  Illinois,  that  part    of  Missouri  ly- 
ing north  of  the  Missouri  river,  the  states  of  Iowa.  Nebraska,  Wisconsin, 

that  part  of   North   and  South  Dakota  lying  east  of  the   Missouri  river,  the 
peninsula  of  Northern  Michigan  and  Minnesota. 

597  The    density  of  population   for  group    three,   that  is  there    is  10,000  in- 
habitants for  every  23.62  miles.     Group  six.  10,000   inhabitants  for    every 
34.74    miles. 

597  I    have    not    compared  the   density  of  population  between  the  states  of 
Indiana  and  Illinois. 

598  The    density  of    traffic    in   group  two  for  the  year  ending  June  30,  1903, 
is  2,070,958.     The  density  of  traffic  in  Illinois  for  the  same  year  is  999,953. 

602  There  are    no    direct    figures  giving  the  density  of  traffic  in  the  state  of 
Indiana.  The  density  of  traffic  in  group  three  is  1,443.062.    In  group  six.  it 
is  706,415.     Just  about  half. 

603  Now  coming     down  to   states,     there     is  no  commission   in  Indiana,  but 
there  is  in  both  Ohio  and  Michigan.    Taking  the  figures  for  Ohio  and  Mich- 
igan together  we  get  a  total  of  ton  miles  in  those  two  states  of  20,744,799,853. 
The  Interstate   Commerce  Commission  make  a  report  on  group  three,  which 
includes  Indiana  as  well  as  Ohio   and   Michigan,    and   taking  the  combined 
tonnage,  ton  mileage  of  Ohio  and  Michigan  from  the  repoi't  of  the  Interstate 
Commerce   Commission   for   the  corresponding  year    and  it  leaves  the  traffic 
density  of  the  state  of  Indiana,  which  is  2,054,202  ton  miles  per  mile  of  road 
in  the  state  of  Indiana.       Take  this  now  for  the  State  of  Illinois  on  the  basis 
of  the  report  of  the  Railroad  and  Warehouse  Commission  for  the  same  year, 
and  we  have  in  Illinois  999,953  ton  miles  for  the  State  of   Illinois  which  con- 
firms the  other  figures  as  they  are  almost  one  half  of  the  groups  combined. 

Witness  then   reads  from  table   showing  density  of  traffic  and  earnings  of 
roads  in   Illinois,   and  for  explanation  as  to    the  method  he    has  employed, 

states  as  follows: 

611  The  Atchison,  Topeka  &  Sante  Fe  road  has  a  total  of  5,031  miles.  It  had 
a  total  in  Illinois  of  291  miles.  The  earnings  as  reported  from  operation 
in  Illinois  is  $4,754,110;  the  operating  expenses  in  Illinois  is  $2,973,492:  the 
taxes  in  Illinois  are  $104,660.  The  interest  based  upon  the  train  mileage 
is  $1,078.637.  Making  a  total  charge  against  revenue  of  $4,156,789,  which 
leaves  applicable  to  dividends  $597,321.  Now,  assigning  to  Illinois  the 
proportion  of  the  stock  on  train  mileage  basis  of  that  amount  of  money 
would  pay  a  dividend  of  2.3  per  cent. 

The  tables  referred  to  are  as  follows: 


133 


cc 
s> 

I 

o 

^ 

4 

"  ?*j 

?> 

3 


^ 


me 
4. 


^  ^ 
a,"0 

?l 

«,! 

CC     S 
'«"! 

-o  § 

IS   5 

P  ^ 

S:  ^ 

^ 

s  ^ 

o 

•2 
S 


S 
$ 


-~o 

5S 

! 

oo 


o 

-c; 

9Q 


GO          CO 

SB 


O  ••*  CO  ^  Oi       -Oi»O»r5O       •  IC5  Oi 

cot-^ti»o>o    -oiOtno    -ooo 
N-*c<ic<i»n    ••^•Tiwt-    -ir-eM 


§§iiis§ms?isSi2i?s 


I    r-   CO   —   -*  U7  -*  OO  I 

'^F^OOOoOt—  cO-fOr-ioc 


L^SS8?Sa^S=^IS^i3g3=S5 

lOtDO^OiCCO-CCOO^DoOCi'Mi— (Oi-^  Ir—  tJ5  t--  I"  —  r—^'X'>'li^CviO*t''--'ICCC^i-H 

L—  co  GVJ  1-1  oo  CM  cr-  -^  ^o  t- 1-  o  I-H  io   oo   ^  c-  «M  oo  to  cc  oo  oc  cv  oc  if?  i—  oc  t*  i,t  cc 


134 


0 


SI'S* 
§«« 


Ssaili 


Taxe 
in 
llino 


or  a 


'     CS 

7202      . 

'o  '-C  +••  <n 

!%! 

^  o  o  £ 

^ 


sssss 


w       C.2 

be    o  o 

C  G  '^  ^ 


W     on 


si 

si 

o 


W7 

Wester 
Central 


T.  H.  &  I  .. 
T,  P.&  W 
T.,  St.  L.  & 

Wabash 
W.,  C.  & 

Wisconsin 


135 


CHICAGO,  June  24,  1905. 
Mr.   Wm.   Kilpatrick,  Secretary   Illinois    Railroad   and   Warehouse  Commission, 

Springfield,  Illinois. 

"DEAR  SIR — I  am  sending  you  herewith  typewritten  copies  of  the  statements 
which  I  presented  with  my  testimony  before  the  commission.  As  stated  at 
the  time,  the  statements  I  had  with  me  were  drafted  hurriedly  in  pencil  and 
contained  so  many  memorandums  as  to  make  them  unintelligible  to  the 
ordinary  reader.  I  therefore  stated  to  the  commission  that  I  would  prepare 
and  send  them  typewritten  copies  of  such  statements,  which  copies  are  here- 
with enclosed. 

Yours  truly, 

JAS.    PEABODY. 


STATEMENT    SHOWING    RELATIVE    DENSITY,  EARNINGS  AND    EXPENDITURES  OF 

VARIOUS  ROADS  OPERATING  IN   ILLINOIS  FOR  THE  YEAR  ENDING 

JUNE  30,   1904. 


H 

Q 

Z 

*3 

w             td 

H 

•t 

|f 

•c  2 

-i 

*£ 

•o  £ 
$S 

o 

n 

Ig 

0 

sr 

ova  «  2 
S»3o 

|[t 

3* 

3n> 

3" 

tJ 

92 

"2 

S-55-S 

~!U 

£;&j 

~o 

S-fD'P'* 

3* 

H 

?3 

•1 

?3 

•  5' 
:  TQ 

•      W 

?| 

:'  w 
:  S 

3 
ft 

?a 

:  n 

'.   cr 

3 

!» 

&5   00          < 

^P«0 

PJL^ 

Chicago  &  Alton  

1,201,854 

$12,487 

$4,264 

$3,080 

$42,718 

$73,  224 

$115,942 

90.4 

C.  &  E.  I    . 

2.046,188 

11,521 

4,986i  2.449 

18,676 

39  894 

58  570 

84  1 

C.  &  N.  W. 

549  183 

7  203 

2  495 

1  355 

9  553 

9i  Qin 

31  463 

85  1 

C.,  B.&Q  

591,827 

7,  413 

2,564 

1,107 

12,596      19',451 

32*,  047 

80.3 

C.  G.  &  W. 

921  .  309 

9  179 

2  494 

9  ?fii 

58  039     3fi  3Rfi 

94  494 

98  2 

C.,  M.&St.  P  

576,717 

7,077 

2*.  749    I,'l21 

15,603 

18,026 

33,629 

76.9 

C.,  P.  &St.  L  

704,901 

5.876J      485       789 

31,167 

13,279 

44,446 

100.5 

Illinois  Central 

1  202  999 

10  790    3  93.1 

1  818 

21  900 

34  878 

56  778 

86  8 

L,  1.  &  1.   . 

898,853 

6,521 

1,518 

1,110 

20  000 

19  400 

39  400 

93  7 

T.,  P.&  W  

242,407 

5,298 

1,128 

1,122 

16',  506 

23,241 

39',  747 

99.9 

Wabash... 

864,394 

9,148 

2,122 

1,967 

36  551 

28.933 

65  484 

98  3 

L  ,  H.  &St.  L. 

356,334 

4  817 

1,381 

699 

21  5081     11  827 

33  333 

85  8 

Santa  Fe 

572  404 

8  333 

3  172 

1  447 

9K  49O       90-970 

55  698 

79  3 

C.,  K.  &  I.  P 

451,181 

6,241 

1  831 

1,793     19,825 

32  618 

52  443 

98  2 

Iowa  Central 

520  317 

4  260 

927 

1  313     25  43°) 

21  973 

47  412 

109  0 

Mobile  &  Ohio. 

992,  835 

9  486 

2,754 

2,028!      6.65fi 

30.910 

36  866 

91  4 

Toledo,  St.  L.  &  W.  .  .  . 

1.000.405 

7,414 

2.032 

1,545 

44,390     34,319 

78,719 

93  4 

Big  Four  ..                                           !  l!  029.  851 

11  142 

2,678 

1,899 

20,  320  j     31.822 

52.142 

93  0 

L.  E.  &  W 

578,  387 

5,884 

1,535 

98« 

26,696 

15,078 

41.774 

90.7 

Statistical  department,  Chicago,  June  23,  1905. 


STATEMENT    SHOWING    RELATIVE    DENSITY,  EARNINGS  AND   EXPENDITURES  OF 

VARIOUS  ROADS  OPERATING  OUTSIDE  ILLINOIS  FOR  YEAR  ENDING 

JUNE  30,  1904. 


Ton-miles  per 
mile  of  road.. 

C 

§1 

^  co 

Is 
"1. 

5' 
'.  up 

Net  earnings 
per  mile  

Fixed  charges 
per  mile  

03 
IT 
3 

3 
nT 

Bonded  debt 
per  mile  

2 

fa 

I 

3 
nT 

Per  cent  of  op- 
erating- e  x  - 
pens  es  and 
fixed  charge?. 

Baltimore  &  Ohio. 

2,  096,  739 
1,917,741 
776,  448 
2,797,865 
1.988,206 
3,  598,  454 
2,413.562 
2,553,133 
3,224,272 
1,486,839 
2,204,699 
2,897,684 
512,  647 

$16,  320 
11.688 
7,  985 
21,467 
22,258 
37,  897 
20,002 
16,500 
24,307 
13,643 
16,153 
23,986 
5,385 
33,541 
8,160 
13,233 
9,782 
33,844 
20,  145 
10,211 
20,424 
7,688 
7,372 
8,841 
10,  137 
59,073 

$5,377 
3,945 
2,285 
7,911 
6,281 
18.  195 
6,384 
5,  991 
5,600 
2,770 
3,570 
6,965 
1,836 
10,354 
2,103 
5,297 
2,375 
14,108 
5,399 
3,262 
5,389 
2,266 
2,340 
4,236 
4.915 
13,058 

$2,840 
2,870 
1,508 
4,161 
5,877 
9,229 
4,  577 
3,529 
4,114 
2,050 
2,512 
7,517 
1,059 
8,503 
1,373 
1,958 
2,390 
10,  498 
4,144 
1,865 
3,779 
1,338 
1,688 
1,624 
2,611 
4,516 

$  46,214 
38,037 
15,764 
29.052 
37,894 
34,026 
81,987 
74,928 
34,965 
11,337 
57,361 
26,212 
11,692 
82,380 
23,147 
50.758 
83,666 
138,340 
14,880 
16,584 
36,832 
58,269 
13.308 
29,457 
38,927 
52,356 

$  62,361 
54,278 
22,  581 
74,974 

$108,575 
92,315 
38,345 
104,026 

80.5 
90.8 
90.3 
82.5 
98  7 
76.3 
90.9 
85.1 
93.9 
94.7 
93.4 
102.3 
85.8 
91.5 
91.1 
74.9 
102.2 
89.0 
93.8 
86  3 
92.1 
87.9 
91.1 
70.4 
77.2 
85.5 

Ches.  &  Ohio    

C.    H.  &  D                  .          

Lehigh  Valley 

N.  Y.  Central. 

D.,  L.&  W  
Erie           

"89,'  209 
59,907 
63,860 
26,  693 
37,141 
37,113 
20,755 

"22,'3i6 
37,  783 
39,013 

175,788 

a,  695 

31.327 
34,462 
35,  756 
27,618 
35,  081 
54,127 
21,204 

'i71,'i96 
134,835 
98,825 
38,030 
94,  502 
63,  325 
32,  447 

Hocking  Valley.            ..   .. 

L.S.  &  M.S  
Michigan  Central  .... 

N   Y  C.  &  St  L 

Penn  Co.        .         .      .  . 

Pere  Marquette  .  , 

Penn.  K.  R 

4,081,330 
1,420,627 
2,223,328 
1,456,603 
3,297,350 
2,048,993 
956,427 
2,082,097 
882.913 
650,  758 
700.432 
903,  175 
7,622,328 

Toledo  &  Ohio  Central. 

45,  463 
88,  541 
122,679 
314,1:8 
18,575 
47,911 
71,294 
94.025 
40,  926 
64,  538 
93.054 
73,  560 

Nor.  &  West  

W.  &  Lake  Erie. 

Phila.  &  R  
C   N.  O.  &  T.  P 

L.  &  N.  . 

P  C.C.  &  St.  L 

Kansas  City  So  
Mo.  Pac 

No  Pac 

Union  Pac 

Pitts.  &  Lake  Erie  

Statistical  department,  Chicago,  June  23,  1905. 

The  earnings  of  freight  as  reported  in  the  State  of  Illinois  based  on  train 
mileage,  of  course,  is  $3,250,920  on  the  Santa  Fe  road.  The  actual  earnings 
on  freight  which  is  local  to  Illinois  carried  by  the  Santa  Fe  in  the  same  year, 
excluding  all  interstate  business,  was  only  $605,506.46,  which  is  less  than 

one-fifth. 
614  Cross-examination  by  Mr.  Hamlin: 

I  am  representing  all  the  roads  of  Illinois  at  this  hearing,  and  am  em- 
ployed by  them  in  this  matter.  I  haven't  been  compelled  to  go  to  Missouri. 
I  have  made  up  some  figures  for  Missouri  for  our  company.  In  getting  my 
figures  as  to  the  density  of  traffic  in  Groups  3  and  6  I  figured  that  the  tonnage 
in  that  part  of  Group  3  represented  by  part  of  New  York  State  and  Pennsyl- 
vania would  be  practically  offset  by  the  part  of  Michigan  which  is  in  Group 

No.  6. 

618  That    is    the    way  I  came  at  that  comparison  of  the    two  groups.     I  did 
not  take  the  actual  figures. 

619  I  off  set  a  portion  of  Pennsylvania  and  New  York  in  Group  3  with  the  north- 
ern peninsula  of  Michigan   in  group    6.     That  portion  of    Pennsylvania 
which   is   included    in    Group    3    includes    the     city     of     Pittsburg,    and 

620  also  Buffalo,  N.  Y.     There  is  an  enormous  tonnage  in  Pittsburg. 

626  As  to    the  method  employed  by  the  witness  in    his    compilations    of  the 
net  earnings  of  the  Santa  Fe  road  the  witness  states  that  his  compilations 
were  based  on  the  train  mileage  instead  of  on  the  track  mileage,  and  further 
states: 

I  want  to  say  for  the  information  of  the  commission  what  difference  that 
makes.  The  interest  chargeable  against  the  Illinois  line  under  the  instruc- 
tions of  the  commission  amounts  to  $328,715.07.  That  is  on  the  basis  of  track 
mileage,  but  on  the  basis  of  earnings  the  train  mileage  out  of  which  we  have 
to  pay  the  interest,  it  amounts  to  $1,056,785.94. 


nrt 

627     Upon  being  interrogated  by  the  chairman  the  witness  states  that  if     he 
had  figured  the  interest  on  the  track  mileage  basis  according  to  the    in- 
structions of  the  Railroad  Commission  the    net    earnings    would    have    been 
about  a  million  of  dollars  in  Illinois  more  than  shown  by  the  table  introduced 

by  the  witness. 
629     I  want  to  say  that  in  figuring  up  population  as  a  measure  of    density  of 

contribution  to  a  railway  is  the  very  poorest  possible  basis. 
Evidence  closed. 

Case  was  then  postponed  until  July  11,  1905  at  which  date  argu- 
ment of  counsel  on  both  sides  was  to  be  heard. 

STATE  OF  ILLINOIS,  > 

Us. 
SANGAMON  COUNTY  } 

BEFORE  THE  RAILROAD  AND  WAREHOUSE    COMMISSION    OF    STATE 

OF    ILLINOIS. 

In  the  matter  of  the  Investigation  of  Freight  Rates  by  said  Board  at 
Springfield,  Illinois. 

SESSION  OF   JULY    11,  1905. 

Tuesday,  July  11,  1905, 
10:00  o'clock,  a.  m. 

The  board  met  pursuant  to  adjournment  from  June  15,  1905. 
PHKSKXT: 

Hon,  H.  J.  Hamlin  and  Felix  Stryckmans,  Esq.,  representing  the  Petitions. 

William  Brown,  Esq.,  and  James  Miles,  Esq..  representing  the  Chicago  & 
Alton  railway  Company. 

J.  G.  Drennan,  Esq.,  representing  the  Illinois  Central  Railroad  Company. 

E.  C.  Kramer,  Esq.  for  the  Southern  Ry.  &  the  B.  »fc  O.  S.  W.  R.  R.  Co. 

J.  M.  Hamill,  Esq.,  for  the  L.  &  N.  R.  R.  Co. 

The  Chairman — Gentlemen,  I  have  a  telegram  here  that  I  will  read  to  you, 
as  follows: 

CHICAGO  ILL.,  July  10,  1905'. 
James  S.  Neville: 

On  behalf  of  the  Chicago  shippers'  Association,  I  hereby  withdraw  their 
petition  now  pending  before  your  board  for  reduction  of  freight  rates  in  the 
State  of  Illinois. 

G.  C.  BARLOW. 

I  think  that  should  have  been  H.  C.   Barlow. 

Mr.  Hamlin — Yes,  it  should. 

Mr.  Brown— Where  does  that  leave  us,  your  honors? 

The  Chairman — I  suppose  Judge  Hamlin  can  answer  that  probably  better 
than  I  can.  I  do  not  know  who  he  represents,  whether  anybody  besides  the 
Chicago  Shippers  Association  or  not.  I  suppose  you  can  tell  about  that.  I 
have  not  looked  at  your  petition  recently. 

Mr.  Hamlin — Why,  the  status  of  this  is  this:  The  Chicago  Shippers  Asso- 
ciation came  in,  if  you  recollect  the  date  of  their  petition  on  file,  they  came 
in  the  last  ones,  came  in  since  the  first  hearing  aand  before  the  second  hear- 
ing commenced.  At  the  first  hearing  they  were  not  in  as  I  recollect,  at  all. 
I  am  satisfied  they  were  not. 

The  Chairman— In  the  first  hearing  a  Retail  Association  of  some  kind  was 
represented  here  by  Mr.  Miller  at  that  time. 

Mr.  Hamlin — Yes.  Well,  there  are  several  associations.  I  don't  remember 
who  they  all  were.  There  was  Decatur,  Bloomington,  Springfield, 
Quincy — 

The  Chairman — Mr.  Secretary,  will  you  see  if  you  can  find  General  Hamlin's 
petition,  the  last  one  that  was  filed  here? 

Mr.  Hamlin — Oh,  is  the  commission  desiring  to  know  about  the  Chicago 
Shippers  Association?  Is  that  it? 

The  Chairman — Yes,  Mr.  Brown  wanted  to  know  what  condition  that  left 
them  in  and  I  wanted  to  get  the  record. 

Mr.  Brown — Yes,  I  wanted  to  know  who  we  were  answering. 


138 

Mr.   Hamlin — All  right,  go  ahead. 

Mr.  Brown — Now,  if  the  commission  please,  this  is  started  by  the  Quincy 
Association.  Then  there  were  intervening  petitions  by  Peoria,  by  Blooming- 
ton,  by  Pontiac — 

The  Chairman — This  is  your  petition,  General  (producing  the  petition). 

Mr.  Brow  a — I  have  here  somewhere  the  order  of  these    cases 

The  Chairman— General  Hamlin  represents  the  Springfield  Business  Men's 
Association,  the  Decatur  Manufacturers  &  Jobbers  Association,  the  Illinois 
Retail  Merchants  Association  as  well  as  the  Chicago  Shippers  Association  in 
his  petition. 

Mr  Brown — Now  I  was  going  on  to  state  that  it  was  commenced  by  the 
Quincy  Freight  Bureau.  Intervening  petitions  wer»  filed  by  Peoria,  Bloom- 
ington,  Decatur,  by  the  Manufacturers'  Association  and  Decatur  and  Spring- 
field. All  of  these  have  been  withdrawn  by  any  of  the  parties  who  intro- 
duced any  evidence.  With  the  Decatur  Association  and  Quincy  the  matters 
were  adjusted  to  their  satisfaction.  They  were  withdrawn,  and  in  April  a 
meeting  was  held  in  which  General  Hamlin  appeared  to  ask  them  to  re- open 
this  proceeding,  and  it  was  on  behalf  of  the  Chicago  Shippers  Association. 
It  left  them  practically  alone.  No  other  parties  introduced  any  testimony. 
Mr.  Barlow  appeared  here  and  testified  on  their  behalf,  all  the  balance  of  the 
testimony  was  taken  up  in  introducing  the  record  and  files  of  the  various  of- 
fices of  this  State,  including  this  office,  and  it  is  to  that  that  the  testimony  for 
before  that  was  introduced  by  them,  and  in  answer  to  that  that  the  testimony 
was  introduced  by  the  railroad  company,  and  it  seems  to  me  now  that  the  with- 
drawal of  the  only  active  party  here,  leaves  the  Commission  without  any  issue 
to  be  tried.  We  do  not  know  this  Illinois  Retail  Merchants  Association.  I 
do  not  know  who  appeared  on  their  behalf. 

Mr.  Hamlin — Your  humble  servant. 

Mr.  Brown — As  their  attorney? 

Mr.  Hamlin — Yes,   sir. 

Mr.  Brown — What  witnesses  were  examined  on  their  behalf? 

Mr.  Hamlin— All  of  them. 

Mr.  Brown — All  of  them? 

Mr.  Hamlin— Yes. 

Mr.  Brown — Not  by  name,  certainly.  And  Mr.  Barlow  testified  here  that 
he  represented  only  the  Chicago  end  of  it.  and  it  was  only  in  their  interests 
that  he  appeared. 

Mr.  Hamlin — That  is  very  true,  I  presume. 

Mr.  Brown — That  is  true. 

Mr.  Hamlin  —Yes. 

Mr.  Brown — Well,  then,  if  that  be  true,  then  there  is  no  evidence  upon  the 
part  of  the  others.  Of  course,  they  can  adopt  it  if  they  see  fit  to,  but  it 
seems  to  me  that  the  elimination  of  the  Chicago  Shippers'  Association  leaves 
this  case  high  and  dry.  That  is  my  view  of  it,  and  it  seems  to  me  that  the 
proceeding  should  be  dismissed.  Now,  do  you  gentlemen  want  to  say  any- 
thing in  the  matter  (addressing  his  associate  counsel)? 

Mr.  Drennan — If  the  Court  please,  when  General  Hamlin  first  appeared  in 
this  case  and  we  met  here,  the  position  was  taken,  and  I  remember  argued  by 
Mr.  Dawes  and  myself,  and  I  believe  some  of  the  other  gentlemen  that  upon 
the  record  as  it  stood  before  the  commission  and  under  its  rules  governing 
pleadings  and  complaints,  that  the  issue  was  localized  so  far  as  the  com- 
plaints that  stood  before  the  commission,  and  the  evidence,  to  Bloomington. 
Decatur  and  Springfield.  That  was  practically  confessed  by  General  Hamlin 
who  asked  leave  for  time  in  which  to  prepare  an  amended  complaint,  or  mo- 
tion, which  it  did.  His  amended  complaint  or  motion,  did  not  add  any 
additional  facts,  or  add  anything  to  the  scope,  as  I  recollect  it  It  is  on  file 
here  and  speaks  for  itself.  I  was  surprised  myself  at  the  form  of  it:  but  the 
Chicago  Shippers'  Association  then  came  in  and  said  they  desired  to  be  heard 
by  Mr.  Barlow,  representing  them. 

In  the  meantime  Bloomington  withdrew  so  that  it  left  Chicago,  Decatur  and 
Springfield.  We  were  then  notified  to  appear  here  and  argue  the  legal 
phases  of  the  question  as  to  what  was  before  the  commission,  and  Chicago 
having  come  in,  it  was  specifically  decided  that  that  would  be  deferred  until 


their  testimony  was  in.  Then  we  would  determine  what  was  before  the  com- 
mission. The  transcript  of  the  proceeding's  shows  that. 

Now  the  testimony  of  Mr.  Keepers  and  the  exhibits,  show  that  the  com- 
plaints made  by  Decatur,  and  upon  which  the  testimony  of  Decatur  was 
introduced  three  years  ago,  have  been  abrogated  by  the  rates  put  in  there, 
and  Decatur  has  not,  in  this  last  hearing,  introduced  a  word  of  testimony, 
and  nobody  has  been  here  complaining,  and  they  have  not  expressed  any  dis- 
satisfaction at  what  has  been  put  in  for  Decatur;  but  on  the  contrary,  I 
personally  know  that  they  all  of  them  have  expressed  satisfaction. 

Now  Chicago  has  withdrawn,  Springfield  has  introduced  no  evidence,  this 
Retail  Grocers'  Association  have  not  introduced  a  whit  of  testimony,  they 
have  not  come  forward  and  shown  grounds  for  any  complaint  at  all,  not  one 
single  man  has  been  here  and  said  one  single  word.  Therefore,  we  submit 
there  is  nothing  before  this  commission  now,  no  issue,  and  that  this  case 
should  be  dismissed.  There  is  nothing  in  the  pleadings  or  in  the  evidence, 
but  what  has  been  receded  from  by  the  parties  that  brought  it  here,  and  I 
submit  we  ought  not  to  evolve  ourselves  into  a  town  meeeting  as  to  whether 
or  not  the  situation  in  Illinois  is  right  or  wrong.  There  is  no  complaint  now 
before  the  commission,  that  is,  there  is  no  live  complaint,  supported  by  any 
evidence,  or  where  any  complaint  has  offered  any  evidence  showing  his  inter- 
ests are  jeopardized  or  affected  in  any  way. 

Mr.  Hamlin — I  do  not  suppose  these  gentlemen  are  serious  in  their  conten- 
tion. I  did  not  expect  in  this  stage  of  the  proceedings  to  discuss,  nor  do  I 
want  to  at  this  time,  the  relation  of  the  Railroad  and  Warehouse  Commission 
of  the  State  of  Illinois  to  the  public  under  the  Constitution  and  under  the 
law.  I  shall  discuss  that  question  at  the  proper  time. 

There  seems  to  be  a  misapprehension  existing  in  the  minds  of  a  great  many 
people  as  to  what  are  the  duties,  or  the  powers  of  a  Railroad  and  Warehouse 
Commission  created  under  our  statute  as  measured  by  the  Constitution.  It 
has  been  the  practice  heretofore  by  other  commissions,  and  I  presume  by  this, 
that  where  an  individual  came  in  and  made  a  complaint  that  the  rates  involv- 
ing some  individual  shipments  over  some  individual  line  are  unsatisfactory- — 
occasionally  complaints  have  been  made  by  a  whole  community  that  the  rates 
are  unsatisfactory — or  setting  out  what  the  complaints  are,  thereupon  these 
rates  have  been  taken  up,  or  these  complaints,  whatever  they  may  be,  taken 
up  by  the  Railroad  and  Warehouse  Commission,  and  probably  in  the  majority 
of  cases  adjusted  without  reference  to  the  general  subject  of  rates,  adjusted 
between  the  parties,  the  railroad  company  and  the  individual,  or  have  been 
tried — in  very  few  instances  tried.  That  accounts  for  the  small  number  of 
decisions  that  are  found,  made  by  the  Railroad  and  Warehouse  Commission 
on  the  queston  of  rates. 

I  had  nothing  to  do  with  the  instigation  of  this  suit.  It  is  sufficient  to  say 
that  if  this  commission  would  undertake  now  to  dismiss  this  suit,  this  inves- 
tigation, and  try  to  limit  the  testimony  that  has  been  introduced  here,  and 
say  this  piece  of  testimony  is  introduced  by  the  Chicago  Shippers'  Associa- 
tion, and  it  has  withdrawn,  hence  this  investigation  must  stop,  the  question 
of  these  rates,  the  complaining  party  having  withdrawn,  that  settles  it,  that 
would  be  a  very  bad  rule.  Where  railroad  rates  affect  the  whole  state,  and 
the  whole  community,  to  say  that  "A"  who  complains,  although  '-B,  C,  D,  E 
and  F"  complain  in  their  respective  capacities,  that  "A"  should  control  by  his 
withdrawing  from  the  suit,  a  general  rate  situation  that  affects  the  whole 
State,  would  be  wrong.  Under  the  law  of  this  State,  whatever  may  have 
been  the  practice  of  this  commission,  or  any  other  commission  grown  up  in 
this  State,  under  the  law  of  this  State  and  under  the  Constitution,  you  are  a 
public  body.  You  are  a  commission  created  for  the  purpose  of  investigating 
the  matters  that  you  are  authorized  to  act  upon.  Among  other  things  you 
have  the  power  delegated  to  you  by  the  Legislature  under  the  statute  to  fix  a 
maximum  schedule  of  rates.  When  that  question  arises.  Soon  after  the  stat- 
ute was  adopted,  a  schedule  of  maximum  rates  was  made  by  the  commission 
and  put  in  force.  That  schedule  of  rates  has  been  modified  in  some  instances, 
and  most  of  the  hearings  have  been  where  there  have  been  complaints  here 
and  there.  You  can  initiate  the  proceedings  yourself.  You  are  a  prosecuting 


uo 

body.  You  stand  between  the  railroads  and  the  public.  You  represent  the 
public  in  the  matter  of  regulating-  freight  rates.  You  do  not  represent  the 
railroads  companies  at  all.  You  represent  The  People. 

When  I  speak  in  that  sense  I  do  not  mean  to  be  understood  as  saying-  that 
you  are  expected,  that  your  duties  are  such  as  not  to  treat  the  railroad 
companies  fairly  upon  any  proposition  over  which  you  have  jurisdiction,  but 
you  are  created  under  the  Constitution  and  under  the  law,  a  body  for  the 
regulation  of  corporations  whose  lines  the  Constitution  declares  are  public 
highways,  declared  so  under  the  Constitution,  and  you  have  the  regulation  of 
the  maximum  schedule  of  rates,  and  whenever  one  of  these  corporations,  over 
which  you  have  supervision  for  the  public  under  the  Constitution  and  the  law 
in  any  respect  violates  the  provision  of  the  law.  without  a  complaint  of  any 
character,  you  can  initiate  proceedings  and  investigations.  You  can  call 
upon  the  public  officers  of  the  State,  the  Attorney  General — you  might  have 
done  it  in  this  case — to  prosecute  these  proceedings  on  behalf  of  the  State 
before  yourselves  as  a  Railroad  and  Warehouse  Commission  under  the  law. 
There  is  no  question  about  that.  The  result  of  the  practices  in  this  State, 
without  criticising  them,  has  been  such  that  the  rate  question  in  Illinois,  is 
like  a  patched  quilt.  Discriminations  exist  on  every  line  in  violation  of  law, 
in  violation  of  the  express  provisions  of  the  statute.  Some  railroad  is  carry- 
ing the  products  of  the  soil,  and  carrying  commodities  over  their  lines  longer 
distances  at  a  less  price  than  for  a  shorter  distance,  which  was  declared  by 
the  Supreme  Court  of  this  State,  in  the  case  of  The  People  against  the  Illinois 
Central  Railroad  Company,  as  reported  in  the  121  Illinois,  to  be  a  discrimina- 
tion although  in  that  case,  it  was  insisted  that  while  the  railroad  carried  the 
products,  the  stuff  from  Chicago  to  Mattoon  at  a  less  price  than  they  did  from 
Chicago  to  Kankakee.  a  less  distance,  they  had  to  do  it  in  order  to  meet  the 
competition  that  existed  at  Mattoon,  and  that  was  interposed  as  a  defense  in 
a  suit  brought  by  the  People,  which  you  would  have  the  authority  to  institute 
yourselves,  through  the  proper  officer  of  the  State  or  county,  the  State's 
attorney,  or  Attorney  General.  Yet  that  was  held  as  no  answer,  and  it  was 
an  unjust  discrimination. 

Now,  without  going  into  an  extended  discussion  of  this  matter,  which  I 
hope  to  do  later  on,  you  can  not  limit,  gentlemen,  and  you  dare  not  limit 
this  investigation  upon  any  of  the  narrow  lines  proposed  by  counsel  for  these 
defendants.  It  emanated  from  your  body,  over  the  signature  of  your  secre- 
tary, in  a  letter  sent  broadcast  in  Illinois,  to  every  shipper  and  to  the  public, 
saying  that  you  would  investigate  the  subject  of  a  maximum  schedule  of  rates 
in  Illinois.  Is  it  now  to  be  said  that  Chicago,  the  great  commercial  center  of 
this  State,  represented  here  by  the  Chicago  Shippers  Association,  at  the  last 
moment  in  this  investigation,  having  now  succeeded  in  getting  what  they 
want,  withdrawing,  shall  bind  the  fetters  upon  the  balance  of  the  State,  and 
thus  control  this  case?  What  do  you  think  of  that  as  a  general  proposition, 
gentlemen? 

I  have  not  indicated  since  I  have  been  in  this  case,  any  disposition,  either 
in  the  trial  or  management  of  this  case,  to  impose '  upon  the  railroad  com- 
panies of  Illinois,  a  reduction  that  would  stop,  halt,  or  affect  the  general 
prosperity  of  the  people  of  Illinois,  and  of  the  railroads.  I  think  I  under- 
stand, not  so  well  as  these  gentlemen.  I  admit — not  half  as  well  as  my  friend 
Brown  over  there,  who  has  been  in  the  railroad  service  for  years  and  years, 
and  no  doubt  has  had  a  thousand  rate  questions  before  him  to  one  that  I 
might  have  had.  I  am  not  so  familiar  with  it.  But  you  said  at  a  meeting  of 
this  commission,  held  at  Springfield  this  date,  it  was  decided  that  it  was  very 
necessary  that  a  revision  be  had  of  the  classification  and  schedule  of  reason- 
able maximum  rates  for  the  transportation  of  freight  and  passengers  over 
the  railroads  in  the  State  of  Illinois,  etc.,  etc.,  at  which  representatives  of  all 
interested,  both  railroads  and  all  classes  of  shippers,  will  be  accorded  a  hear-' 
ing,  and  the  commission  in  this  way  be  afforded  an  opportunity  to  conserve 
the  interests  of  all.  Not  the  Chicago  Shippers  Association  of  Chicago  alone. 
The  Chicago  Shippers'  Association  filed — and  I  won't  undertake  now,  unless 
it  becomes  material,  and  I  don't  think  it  is,  to  say  who  all  came  in  here  in 
the  form  of  a  petition — I  think  it  makes  very  little  difference  who  they  were 


141 

—  you  did  the  the  thing  which  under  the  Constitution  and  the  law  of  this 
State  you  had  a  right  to  do.  and  that  was  to  initiate  the  proceeding's  yourself , 
which  you  have  the  power  to  do. 

Why  shouldn't  you  have  that  power?  That  is  the  great  contention  up  here 
in  Wisconsin.  In  the  railroad  law  recently  adopted -by  the  legislature  of 
that  state,  and  a  very  much  better  law  than  ours  in  my  judgments  in  this: 
That  it  permits  the  railroad  companies  to  fix  rates  themselves,  and  then  when  a 
rate  that  is  unreasonable  is  put  into  operation,  the  railroad  commission  have 
power  to  hear  and  determine  and  decide.  I  believe  in  that  principle,  but  that 
is  not  our  law.  You  initiated  these  proceedings  as  you  had  a  right  to  do  by 
the  issuing  of  this  letter.  Now  if  there  has  been  any  decision  by  your  com- 
mission to  the  contrary,  I  am  not  aware  of  it.  That  you  do  have  a  right  to 
initiate  the  proceedings  under  the  law  I  have  no  doubt. 

Well.  then,  there  were  various  complaints  filed.  '  You  know  more  about 
that  than  I  do.  When  was  that? 

Mr.  Stieyckmans— It  began  about  two  months  after  the  filing  of  that  letter. 

Mr.  Hamlin — No,  but  when  did  this  original  proceeding  begin? 
•     The  Chairman  -  It  commenced  just  before  that  was  filed  in  the  office;    about 
three  days  before. 

Mr.  Drennan  — Just  before.  The  Quincy  Freight  Bureau  filed  a  petition 
before  the  letter  was  written. 

Mr.  Hamlin-  I  do  not  think  that  is  true.  It  doesn't  amount  to  anything 
more  than  it  was  commenced  in  1902.  You  had  a  trial,  and  the  moment  that 
trial  was  had,  if  your  honors  please,  and  that  letter  was  issued — 

Mr    Streyckmans— It  was  two  months  afterwards. 

Mr.  Drennan  —  There  was  one  filed  before. 

Mr.  Hamlin — I  don't  think  so. 

Mr.  Streckymans — That  is  the  first  one.  and  the  petition  was  instituted 
about  two  months  afterwards. 

Mr.  Drennan — I  think  you  are  mistaken. 

Mr.  Streyckmans — It  is  there. 

Mr.  Hamlin — Here  is  the  Quincy  Freight  Bureau  petition. 

Mr.  Drennan — I  have  an  impression  it  was  before  that. 

Mr.  Hamlin — Now  the  Quincy  Freight  Bureau  files  a  petition  and  they  set 
up  their  reasons.  Then  I  won't  undertake  to  say  who  all  these  petitioners 
are  that  appeared  in  the  original  proceedings,  but  I  have  this  to  say,  that 
under  that  letter  and  under  that  hearing-  you  have  no  power  to  take  this  case 
as  a  public  body,  as  the  Railroad  and  Warehouse  Commissioners  of  Illinois, 
when  the  rates  affect  the  whole  State.  Why  are  you  the  mere  creatures  in 
the  hands  of  some  shippers'  association,  who,  after  the  evidence  is  introduced, 
and  it  appears  to  you.  or  it  is  contended  upon  the  relative  sides  that  the 
schedule  of  reasonable  maximum  rates  in  Illinois  is  too  high,  can  the  Quincy 
Freight  Bureau  determine  the  action  and  control  what  a  body  created  under 
the  Constitution,  and  under  the  law  representing  the  public,  shall  do?  If  it 
does,  you  would  better  wipe  the  law  off  the  statute  books,  burn  up  your  Con- 
stitution, if  any  body  of  men,  any  complainant,  controls  the  action  of  the 
public  servant  of  the 'people. 

No,  sir.  If  this  administration  desires  to  go  down  in  disgrace  at  its  thres- 
hold, then  perform  as  is  being  asked  here.  It  will  be  just  as  well  to  say  that 
the  functions  and  power  of  a  body  that  has  the  power  of  investigation  shall 
be  affected  by  the  act  of  any  one  who  complains. 

This  case  went  on.  You  had  an  investigation.  Other  parties  came  in,  I 
don't  know  who  all.  Probably  Mr.  Brown  has  them  there,  I  have  not.  I  was 
not  in  the  case.  And  you  go  along  and  it  is  said  through  the  public  press,  and 
thati  s  the  only  meaiis  I  have  of  knowing,  that  the  commission  resolved  upon  a 
reduction  of  25  per  cent  of  the  rates,  and  the  public  press  gave  it  out. 
Whether  that  was  based  upon  any  real  action  of  the  commission  or  statement 
from  the  commission,  I  do  not  undertake  to  say  because  I  do  not  know  any- 
thing about  it.  There  was  only  a  little  of  it  that  came  up  here,  I  think,  when 
my  friend  Brown  wanted  to  ask  Mr.  Mueller  some  question — some  one  did — I 
guess  it  was  Mr.  Dawes,  wasn't  it?— about  what  he  said  or  some  circular  he 
sent.  But  that  is  what  the  public  press  says  about  it — did  say  about  it  at  the 
time,  as  I  remember.  The  reporters  are  here,  and  if  I  am  wrong,  I  take  it  all 
back  as  far  as  that  is  concerned. 


142 

Then  there  was  no  decision  upon  that  record.  Nothing-  was  done.  Later 
on  I  was  employed  in  the  matter  by  the  Spring-field  Association — Business 
Men's  Association — and  later  on  there  came  in  the — what  do  you  call  this 
retail  association? 

Mr.  Streyckman — The  Illinois  Retail  Merchants"  Association. 

Mr.  Hamlin — I  was  employed  by  them  and  have  got  some  of  their  money, 
and  I  am  going-  to  try  in  my  feeble  way  to  represent  them  here,  and  they 
represent  some  eig-hty  towns  scattered  over  the  State  of  Illinois,  as  I  re- 
member. 

Mr.  Drennan — I  was  wondering  what  was  the  foundation  of  this  speech  of 
yours.  It  is  this  money  you  g-et. 

Mr.  Hamlin — It  would  be  a  better  speech  if  it  was  a  more  remunerative 
foundation.  If  I  was  on  the  other  side  and  could  get  a  man's  clients  away 
from  him,  I  should  charg-e  more. 

Mr.  Drennan — When  your  clients  get  into  a  case  and  find  out  they  are 
wrong,  they  ought  to  have  a  right  to  quit  in  spite  of  the  lawyers. 

Mr.  Hamlin — Now.  that  is  the  railway  method  of  settling  the  matter,  is  to 
cut  the  other  fellow  out.  When  anybody — there  isn't  anybody  knows  that 
better  than  Mr.  Drennan.  If  a  man  sues  a  railroad  for  cutting  a  man's  leg  oft', 
if  the  lawyer  thinks  he  has  got  a  good  case,  the  first  he  knows  they  have  got- 
ten around  the  fellow  witli  the  leg  off  and  they  have  paid  the  money  to  him. 

Mr.  Drennan— He  gets  the  money  and  the  lawyer  don't. 

Mr.  Hamlin — He  gets  the  money  and  the  lawyer  don't.  Now,  I  think  a 
lawyer  that  represents  a  railroad  thai  will  do  that  sort  of  thing  ought  to  be 
disbarred  from  practicing  the  profession.  I  won't  say  what  I  have  done 
about  it. 

Mr.  Drennan — Unless  we  did,  that  fellow  wouldn't  get  much. 

Mr.  Hamlin — I  have  never  known  of  any  railroad  company  to  be  running 
any  charitable  institutions  in  this  country.  That  is  my  experience  with  the 
railroads. 

Now  then,  that  hearing  was  had.  You  know  what  happened  after  that  as 
well  as  I  do.  Then  this  petition  was  filed  and  the  case  came  on  for  this  sec- 
ond hearing.  Then  Mr.  Barlow  got  in  before  any  evidence  was  taken  as  rep- 
resenting the  Shippers'  Association  of  Chicago.  Then  the  testimony  was 
taken.  A  large  proportion  of  this  testimony  since  we  have  investigated.  Mr. 
Streyckman  here,  and  Mr.'  Barlow  himself,  who  unfortunately  is  not  here — I 
don't  know  whether  he  is  sick  or  what  is  the  trouble  with  him.  He  is  not 
here. 

Mr.  Drennan — He  is  satisfied  that  he  is  wrong. 

Mr.  Hamlin— He  probably  had  a  severe  attack  of  running  off  of  the  bowels, 
anyhow  he  is  not  here. 

But  this  evidence  is  here,  and  Mr  Barlow  cannot  take  it  out  of  this  record, 
and  neither  can  the  Chicago  Shippers'  Association  take  it  out  of  this  record. 
You  have  heard  it.  You  have  heard  this  testimony.  Much  of  it  is  the  same 
as  the  testimony  that  was  introduced  in  the  former  hearing  upon  this  investi- 
gation. These  other  parties  came  in. 

Now,  take  this  whole  case  from  start  to  finish  and  I  submit  to  you  in  all 
fairness  whether  you  could  afford  to  dismiss  this  suit  because  the  Chicago 
Shippers'  Association,  which  these  gentlemen  I  don't  think  will  say  they  have 
settled  with  them  and  given  them  what  they  want— now,  honor  bright,  isn't 
that  right,  gentlemen? 

Mr.  Drennan — No;  we  have  shown  them  they  had  all  they  deserved. 

Mr.  Hamlin — Well,  that  because  they  have  quit  now,  this  case  is  going  to 
quit. 

But  seriously,  gentlemen,  there  is  still  left  in  this  case  various  petitioners. 
Mr.  Drennan  volunteers  the  information  that  Decatur  has  been  settled  with. 

Mr.  Drennan — I  say,  the  testimony  shows  that — that  the  complaints  of  De- 
catur have  been  abrogated. 

Mr.  Hamlin — Abrogated  by  the  action  of  the  railroads? 

Mr.  Drennan — Yes,  sir. 

Mr.  Hamlin — But  not  according  to  what  the  Decatur  people  say. 

Mr.  Streyckman — They  will  be  here  at  noon. 

Mr.  Drennan — Very  well,  if  they  have  got  any  complaint,  they  ought  to 
show  it.  They  haven't  shown  it  yet. 


M3 

Mr.  Hamlin — Well,  there  is  nothing-  in  that.  That  thing1  is  over  with  I 
hope  in  this  State.  There  is  no  use  adding-  a  few  more  patches  to  the  quilt. 

Mr.  Drennan — Decatur  has  not  shown  that  she  has  been  wrong-. 

Mr.  Hamlin— Well,  you  cannot  by  violating-  the  statute  against  unjust  dis- 
criminations, in  the  State  of  Illinois,  voluntarily  violating-  yourselves,  daily 
and  hourly,  you  cannot  hope  to  settle  the  question  of  a  reasonaole  maximum 
schedule  of  rates  to  be  used  in  Illinois.  The  law  may  be  bad,  but  theie  it  is, 
and  you  cannot  settle  it  by  giving  Decatur  a  rate  that  will  keep  down  the 
complaints  in  Decatur  and  give  them  a  rate  when  half  way  from  Chicago  to 
Decatur  you  charge  a  larger  rate  to  some  local  station  in  direct  violation  of 
the  law.  You  think  you  do  not  do  it. 

Mr.  Brown — I  do  not  wish  to  interrupt  you. 

Mr.  Hamlin — You  can  correct  me. 

Mr.  Brown — I  do  not  wish  to  correct  you  even. 

Mr.  Hamlin— Suppose  you  take  your  road,  on  your  line  to  Auburn,  and 
then  take  the  rate  on  your  line,  your  Auburn  rate  is  higher  than  your  East 
St.  Louis  rate.  If  that  is  not  discrimination  over  the  same  line  1  do  not 
know  what  you  call  it.  It  certainly  is. 

Hut  I  only  remarked  that  in  passing  to  say  that  this  commission  cannot 
afford  to  dismiss  this  matter. 

Now  there  was  filed  with  the  Governor  a  great  many  petitions  from  differ- 
ent towns  and  those  petitions  I  presume  have  been  as  I  understand,  not  from 
him,  on  account  of  this  matter  being  before  the  Railroad  and  Warehouse 
Commission,  that  everything  that  has  been  s\ibmitted  to  him,  including  the 
gentlemen  who  appear  here  representing  the  various  labor  organization,  have 
been  referred  to  this  commission,  and  I  think  properly  so  under  the  law. 

Mr.  Drennan  — We  have  had  no  chance  to  see  these  things  or  answer  them. 

Mr.  Hamlin — It  is  just  simply  a  petition  that  is  all.  The  Governor  has  got 
to  do  something,  gentlemen,  and  the  labor  organizations  appeared  before 
him  and  they  are  here,  and  I  have  no  objection,  not  the  slightest,  to  the  rep- 
resentatives of  these  labor  organizations  being  heard  before  the  commission 
in  any  way  of  expression.  Now.  as  I  before  said, 'I  have  no  disposition  to 
have  anything  kept  out  here,  and  as  I  announced  in  the  first  place,  it  will  be 
up  to  you  gentlemen  if  you  go  on  with  this  case— if  yoii  dismiss  it  of  course 
we  will  have  to  accept  your  ruling,  you  are  here  and  you  have  got  the  power 
to  do  that— but  I  have  no  objections  to  anything  being  heard  here  that  the 
commission  wants  to  hear,  and  in  view  of  the  kind  of  body  this  is  and  the 
powers  that  it  has.  I  believe  it  is  the  duty  of  the  commission  to  hear  any- 
thing that  is  offered. 

Taking  the  general  broad  field  now  of  investigation  which  this  case  has 
assumed,  and  I  insist  that  the  Chicago  Shippers' Association  cannot — they 
may  withdraw  their  petition.,  but  they  cannot  withdraw  their  evidence,  be- 
cause their  evidence  applies  to  the  general  situation  in  Illinois,  the  rate  situ- 
ation in  the  whole  State,  and  before  this  body,  and  I  submit  that  the  case 
should  not  be  dismissed. 

Mr.  Brown  — I  would  like  to  make  a  few  remarks  now. 

The  Chairman — Anything.  Mr.  Brown,  you  wish  to  say. 

Mr.  Brown — Mr.  Chairman  and  gentlemen,  I  am  a  little  surprised  by  the 
feeling  manifested  by  Attorney  General  Hamlin,  a  gentleman  usually  so  cool 
and  collected  as  he  is,  but  I  think  it  is  necessary  for  us  to  discriminate 
between  cases. 

There  has  been  no  contention  here  that  this  commission  has  not  the  right 
to  initiate  proceedings.  They  have  a  right  to  do  so  under  the  laws  of  this 
State  whenever  the  public  interests  require  it,  but  when  the  commission 
initiates  proceedings,  it  is  after  one  form,  and  when  it  proceeds  to  hear  a 
complaint,  it  is  after  another.  This  is  a  government  of  law  and  we  go  by 
the  forms  of  the  law.  If  this  case  had  been  initiated  by  the  commission  and 
not  by  the  complainants,  no  man  would  have  control  of  it,  but  under  your 
rules  of  practice  when  you  set  down  a  complaint  for  hearing  certain  regular 

Eroceedings  are  had  and  you  dispose  of  that  as  a  case  such  as  it  is.     Now  you 
ave   provided  he~e  by  your  rules  in  Section  IV  how  complaints  are  to  be 
made,  and  how  filed,  when  to  be  filed,  what  they  shall  contain.     You  provide 
by  Section  V  for  the  service  of  that  petition,  service  of  notice  of  its  existence. 


144 

Then  you  provide  by  Section  VI  as  to  the  answers  that  may  be  made,  and 
then  following-  in  the  various  sections  of  your  rules  you  provide  for  the  ulti- 
mate disposition  of  the  proceedings. 

Now  this  is  a  question  as  to  whether  this  case  has  become  one  based  upon 
a  complaint,  or  complaints,  or  one  of  your  own  initiation.  You  have  not 
initiated  these  proceedings,  but  have  proceeded  according  to  the  forms  laid 
down  by  you  for  the  government  of  complaints  and  their  answers  in  the  trial 
and  you  have  heard  the  witnesses  applicable  to  these  particular  conditions, 
but  not  applicable  to  a  proceeding  initiated  by  this  commission.  And,  there- 
fore, I  say  that  under  the  ordinary  legal  proceedings,  under  the  practice  of 
courts,  when  the  parties  go  out  of  court  they  take  with  them  their  proceed- 
ings, and  there  is  no  way  to  prevent  it. 

Now  as  to  a  question  of  politics  I  don't  know  anything  about  it  Whilst  I 
have  a  friendly  feeling  for  the  administration,  wish  it  well,  wish  it  happiness 
and  prosperity,  it  doesn't  make  very  much  difference  to  me  whether  it  goes 
out  in  great  glory  or  not.  I  hope  it  will.  As  to  what  this  commission  dares 
to  do  is  another  question.  I  presume  this  commission  dares  to  do  \vhat  is 
right  as  it  sees  it,  and  no  threat  from  the  gentleman,  I  trust,  will  deter  this 
commission  from  proceeding  in  an  orderly  fashion.  We  insist  that  under  the 
rules  of  your  practice  there  is  no  longer  any  standing  of  any  of  these  parties 
before  the  commission,  and  that  their  proceedings  should  be  dismissed.  That 
you  can  initiate  proceedings,  that  you  can  predicate  upon  the  proceedings 
already  had,  your  proceedings  such  as  you  see  fit  to  institute  under  the  lawrs 
of  the  land,  there  can  be  no  question.  I  do  not  deny  or  dispute  it,  but  that 
is  not  the  condition  today.  This  case  so  far  as  the  proceedings  which  have 
heretofore  had  are  concerned,  are  ended,  and  I  think  that  for  those  reasons 
the  commission  should  not  further  consider  this  case.  If  it  sees  fit  to  initiate 
one.  its  power  is  undoubted  and  is  not  disputed  by  me. 

The  Chairman — It  is  made  the  duty  of  the  Railroad  and  Warehouse  Com- 
mission to  make  a  schedule  of  reasonable  maximum  rates  for  the  railroads  of 
the  State  of  Illinois,  and  whenever  they  think  proper,  they  shall  chang-e  or 
revise  those  rates.  It  does  not  make  any  difference  how  the  matter  comes 
before  the  commission.  It  is  not  like  a  complaint  such  as  my  friend  Kramer 
had,  as  was  had  here  against  his  road  the  other  day,  where  some  shipper  feels 
that  he  is  being  overcharged.  In  that  case  a  man  files  a  complaint  for  a  spe- 
cific charge  He  has  a  right  to  come  before  the  commission  and  dismiss  his 
complaint,  but  this  is  not  that  kind  of  a  case.  This  is  a  petition  for  the  revis- 
ion of  the  rates  all  over  the  State  of  Illinois.  There  are  a,  great  many  com- 
plaints. There  was  evidence  offered  here.  It  is  true  Mr.  Barlow  was  a  wit- 
ness for  the  complainants,  specially  representing  the  Chicago  shippers,  but 
his  evidence  goes  to  the  question  of  reasonable  maximum  rates.  The  evidence 
is  heard  before  the  commission.  There  are  a  great  many  complainants  who 
have  not  dismissed,  who  have  not  withdrawn.  General  Hamlin  seems  to  be 
still  representing  them,  and  it  would  be  foolish  to  say  that  because  one  of 
forty  or  fifty  sends  a  telegram  that  it  wants  to  withdraw,  that  the  commis- 
sion should  then  dismiss  this  proceeding.  I  do  not  think  you  gentlemen  think 
that  is  the  proper  thing  to  do.  I  do  not  believe  you  think  this  commission 
would  be  justified  in  doing  it.  Why,  the  Chicago  Shippers'  Association  is  the 
last  one  of  many  who  sign  this  petition.  The  motion  will  be  overruled. 

The  Chairman — Now.  as  I  understand  there  are  some  representatives  of 
railroad  organizations  who  would  like  to  say  something,  and  want  to  get  out 
of  town  some  time  today  and  if  so,  we,  with  the  consent  of  the  attorneys  on 
oth  sides,  will  hear  them  now. 

Just  one  word  before  Mr.  Clark  speaks.  It  seems  that  the  date  of  the  peti- 
tion filed  by  the  Quincy  Freight  Bureau  is  after  the  letter  sent  out  by  our  sec- 
retary The  reason  of  that  is  that  the  Quincy  Freight  Bureau  filed  a  petition, 
and  when  they  came  here  for  a  hearing  they  substituted  for  that  petition  this 
one  that  is  printed  in  the  proceedings.  First  the  matter  was  brought  up  by  a 
petition  of  the  Quincy  Freight  Bureau,  and  the  other  petitioners  then  made 
themselves  parties  complainant,  and  adopted  the  petition  of  the  Quincy 


145 

Freight  Bureau.  That  is  the  way  the  record  is  properly,  but  the  original  is 
not  printed  because  we  did  not  want  to  print  everything  that  was  filed.  We 
could  not  get  enough  paper  to  print  it  on. 

Mr.  Drennan— The  Quincy  Freight  Bureau  did  file  a  petition  before -you 
sent  out  that  letter. 

The  Chairman — Before  the  letter  was  sent  out. 

Mr.  Drennan — That  is  my  recollection. 

The  Chairman— Now,  Mr.  Clark. 

E.  E.  Clark— Grand  Chief  Conductor  of  the  Order  of  Railway 
Conductors,  thereupon  addressed  the  commission,  as  follows: 

I  think  perhaps  it  would  be  proper  for  me  to  make  some  explanation  of  my 
presence  here.  I  will  say  that  the  railroad  employes  of  the  State  of  Illinois 
have  been  much  interested  in  this  subject  for  some  time,  and  as  you  know 
have  been  addressing  from  time  to  time  communications  to  the  commission 
and  similar  communications  to  the  Governor,  voicing  their  objections  to  a 
horizontal  or  general  reduction  of  freight  rates  in  the  State  which  would 
necessarily  seriously  affect  the  earnings  of  those  railroads.  Within  the  last 
few  days  they  decided  to  arrange  for  a  committee  of  their  own  number  to 
come  to  Springfield  and  they  asked  for  an  audience  with  the  Governor,  which 
was  granted,  and  which  was  accorded  to  them  yesterday.  No  effort  was 
made  to  get  as  large  a  committee  as  could  be  gotten,  but  the  committee^  the 
delegation,  that  met  the  Governor  yesterday,  consisted  of  representatives  of 
the  engineers,  firemen,  conductors,  the  trainmen,  the  switchmen,  the  machin- 
ists, the  freight  handlers,  the  boiler  makers,  the  car  repairers,  and  the  clerks. 
At  the  solicitation  and  invitation  of  these  employes,  many  of  whom  are  mem- 
bers of  the  organization  which  1  have  the  honor  to  represent  in  its  interna- 
tional capacity,  I  came  and  made  a  brief  argument  of  their  views  before  the 
Governor.  That  is  one  excuse  for  my  being-  here  before  you  today,  and  the 
other  is  that  the  gentleman  who  was  expected  to  make  what  argument  was 
to  be  made  before  the  commission  got  mixed  up  with  a  skyrocket  and  has  not 
as  yet  been  able  to  get  around.  I  do  not  mean  to  infer  that  he  went  up 
with  the  rocket,  but  it  put  him  out  of  commission 

The  Chairman — He  went  up  like  one. 

Mr.  Clark — Well,  perhaps  he  would  if  he  had  been  here. 

Now,  I  have  not  heard  the  testimony  in  this  case  through  these  protracted 
hearings,  and  I  shall  endeavor  to  be  concise  and  brief  in  voicing  the  opposi- 
tion felt  by  the  railroad  employes  to  the  granting  of  the  request  wThich  has 
been  made  upon  this  commission,  and  1  shall  not  indulge  at  any  great  length 
in  statistics.  Whatever  I  shall  present  in  that  line  will  be  from  official  rec- 
ords, and  will  be  very  easily  verified  and  be  beyond  contradiction. 

To  begin  with,  this  delegation  that  is  here,  was  here  yesterday,  and  that 
has  left  its  sub-committee  here  today,  represent  practically  all  of  the  more 
than  one  hundred  thousand  employes  of  the  railroads  of  the  State  of  Illinois. 
They  drew  from  the  pay  cars  of  the  several  railroads  of  the  State  in  the  year 
1904  the  sum  of  $70. 000. 000. 00  as  compensation  for  their  services.  Taking  the 
usual  basis  of  computation,  these  railroad  employes  represent  a  half  million 
of  the  population  of  the  State  of  Illinois,  and  they  represent  I  think  as 
generally  high  a  standard  of  citizenship  and  character  as  is  represented  by 
any  like  number  of  citizens  of  the  State.  It  may  be  said  that  the  wages  of 
the  railroad  employes  of  this  State  are  what  would  be  termed  good  as  com- 
pared with  the  wages  received  by  men  in  the  industrial  trades  and  in  other 
capacities.  If  it  be  true  that  the  employes  of  these  railroads  have  good 
wages,  it  is  because  of  two  reasons:  First,  and  principally,  because  they  are 
right:  and  second,  because  of  the  fact  that  in  their  organized  capacity  they 
have  been  able  through  friendly  negotiations  and  conferences  with  the  man- 
agements of  these  railroads,  to  reach  agreements  carying  with  them  the  rates 
of  pay  they  now  receive 

But  we  want  to  call  attention  to  the  fact  that  it  is  not  fair  to  compare  the 
wages  of  the  railroad  employe,  especially  in  the  operative  department,  with 
the  wages  of  men  in  other  employments  requiring  an  equal  amount  of  skill 
perhaps,  or  an  equal  amount  of  intelligence,  or  an  equal  amount  of  education, 

10— R  W 


U6 

because  the  railroad  employes  in  addition  to  the  services  which  they  perform 
and  the  work  which  they  do,  assume  a  risk  that  cannot  be  ignored,  and  that 
can  never  be  coinpensated  for  in  money  and  which  is  and  should  always  be 
taken  into  consideration  in  fixing-  their  wages. 

We  do  not  believe  that  those  wages  have  yet  reached  a  point  where  they 
fairly  compensate  the  men  for  the  work  which  they  do,  and  for  the  risks 
which  they  assume.  There  are  several  classes  of  employes  who  are  repre- 
sented here,  for  whom  I  speak,  whose  wages  are,  we  believe,  far  below  that 
which  they  ought  to  be.  Now  we  expect  at  the  proper  time,  and  in  proper 
ways,  and  at  opportune  moments  to  ask  these  railroads  to  increase  the  com- 
pensation of  these  employes  until  they  do  reach,  or  have  reached,  what  we 
believe  to  be  a  reasonable  and  fair  limit.  If  the  railroads  earn  liberal  in- 
comes we  have  an  opportunity  to  get  what  we  hope  for  in  time;  but  if  we 
have  to  go  to  a  lot  of  railroads  that  are  on  the  verge  of  bankruptcy,  and  that 
are  struggling  along  under  every  economy  which  their  ingenuity  can  devise, 
we  don't  think  our  prospects  of  success  are  very  bright.  It  may  be  pointed 
out  that  at  times  the  wages  of  railroad  employes,  especially  the  men  in  the 
engine  or  train  department,  are  high.  That  perhaps  is  true.  But  we  must 
not  lose  sight  of  the  fact  that  there  are  two  kinds  of  wages  in  this  country, 
one  an  economic  wage  and  the  other  sociological  wage. 

It  may  be  said  that  for  instance  three  dollars  a  day  is  good  pay  for  a  cer- 
tain line  of  work.  In  so  far  as  the  statement  goes  it  is  true  But  we  must, 
in  order  to  arrive  at  a  reasonable  estimate  of  the  sociological  wage,  take  into 
consideration  the  number  of  days  the  man  is  permitted  to  work;  the  amount 
of  money  that  he  earns  in  a  whole  year  is  the  amount  of  money  that  he  has 
got  to  depend  upon  for  sustenance,  because  he  has  got  to  live  the  year  through 
whether  he  works  or  not. 

The  public,  both  shippers  and  the  travelling  public,  demand  continually 
better  facilities,  additional  train  service,  more  rapid  movements,  and  many 
other  things,  all  of  which  mean  additional  expenditure  of  money  on  the  part 
of  the  railroads.  The  continually  changing  conditions  of  transportation,  the 
movements  of  the  increasing  volume  of  tonnage  necessitates  large  expendi- 
tures in  the  maintenance  of  equipment  and  ways. 

We.  as  employes  of  these  railroads,  have  secured  some  little  legislation  at 
the  hands  of  the  legislators  of  this  State  which  necessitates  additional  ex- 
penditure of  money  upon  the  railroad  company.  We  expected  that  when  we 
asked  for  it.  We  intended  that  it  should  cost  them  some  money,  and  we  ex- 
pect to  ask  for  more  legislation  some  of  these  days  that  will  cost  these  rail- 
roads more  money. 

I  was  amused  at  the  little  tilt  between  General  Hamlin  and  some  of  the 
gentlemen  over  here  [indicating  counsel  for  the  railways] ,  about  personal 
injuries.  We  hope  to  see  the  day  when  the  railroads  will  be  obliged  to  as- 
sume more  liabilities  in  that  regard,  and  we  want  them  to  have  enough 
earnings  so  they  can  assume  these  things  and  so  they  can  pay  what  they 
ought  to  pay. 

Now  in  looking  over  this  question  of  a  horizontal  or  general  reduction  in 
the  rates  received  by  railroads  for  transportation,  we  in  our  homely  and 
practical  way  look  to  where  the  amount  involved  is  going  to  go,  and  how  it 
is  going  to  be  distributed.  We  are  not  able  to  see  any  prospect  of  the  pro- 
ducer receiving  any  more  for  his  product,  or  of  the  consumer  getting  his 
necessaries  any  cheaper  out  of  any  general  reduction  of  freight  rates  which 
is  possible  within  the  limits  of  reason.  We  believe  that  the  interests  of  the 
half  million  people  represented  by  the  railroad  employes  themselves,  as  well 
as  the  interests  of  the  retail  dealers  with  whom  they  trade  in  the  towns 
where  they  live  will  be  much  more  seriously  affected  by  any  important  reduc- 
tion in  the  freight  rates  of  the  railroads  of  this  State  than  could  possibly  be 
compensated  for  by  any  reduction  which  you  could  make.  We  believe  that 
the  amount  involved  will  go  to  just  such  associations  as  the  one  which  has 
undertaken  to  withdraw  from  this  controversy,  and  that  neither  the  farmer, 
who  grows  thPe  wheat,  nor  the  workman  who  eats  the  bread,  will  derive  one 
penny  of  benefit  from  it. 

I  want  to  call  attention  for  a  few  moments  to  the  increased  cost  of  the 
necessaries  and  comforts  of  life,  and  refer  very  briefly  to  a  report  made  by 
Carroll  D.  Wright,  the  United  States  Commissioner  of  Labor,  as  the  result  of 


147 

a  special  investigation  prosecuted  in  thirty-three  states,  and  in  which  he  says 
that  the  price  of  food  in  1903  was  15  ^  per  cent  higher  than  in  1896.  And  I 
may  say  that  his  inquiry  was  confined  to  families  of  men  earning-  not  to 
exceed  $1,200  per  year. 

The  price  of  beef  was  lowest  in  1896,  and  in  1902  had  increased  100  per  cent 
as  compared  with  1896. 

In  1904  the  wholesale  price  of  farm  products  was  26  per  cent  higher  than 
the  average  price  between  1890  and  1899. 

Of  fifty-two  articles  of  food  it  was  shown  that  all  but  fourteen  commanded 
higher  prices  in  1904  than  during  the  period  from  1890  to  1899;  that  of  seventy 
articles  of  clothing,  the  average  price  was  about  10  per  cent  higher,  while 
fuel  and  light  were  found  to  have  increased  in  cost  32.6  per  cent  in  the  same 
period. 

An  inquiry  along  the  same  lines  with  regard  to  the  supplies  which  must  of 
necessity  be  purchased  in  large  quantities  by  the  railroad  companies,  develops 
the  fact  that,  from  the  United  States  Industrial  Commission's  reports,  from 
1897  to  1900,  there  was  a  percentage  of  increase  in  the  price  of  such  staple 
articles  as  steam  coal,  of  44  per  cent:  ties,  20  per  cent;  iron  and  sheet  steel, 
48  per  cent;  nails,  109  per  cent;  lubricating  oil,  120  per  cent;  while  steel  rails 
increased  in  cost  from  $18  per  ton  to  $35  per  ton,  an  increase  of  94  per  cent. 

This  United  States  Commission  in  speaking  of  the  slight  increase  in  freight 
rates  in  1900,  said  that  the  plea  of  the  railroads  that  justification  for  the  in- 
crease was  found  in  an  enlarged  cost  of  operation  due  to  the  higher  cost  of 
supplies,  was  based  upon  a  substantial  foundation,  and  that  the  steady  fall  in 
prices  from  1873  had  been  rudely  interrupted  by  increases  all  along  the  line 
in  1899  and  1900,  which  was  peculiarly  marked  in  the  case  of  supplies  largely 
consumed  by  the  railroads,  namely,  coal,  iron  and  steel. 

Now  all  this -increase  in  the  cost  of  living  and  of  the  supplies  was  accom- 
panied by  no  increase  in  the  carrying  rates  on  the  railroads,  except  the  slight 
increase  since  .1899  of  .045  of  a  cent  per  ton  per  mile,  and  even  after  that  in- 
crease had  been  made  the  rates  per  ton  per  mile  for  hauling  freight  were  less 
than  one-half  of  what  they  were  in  1870. 

It  has  been  shown  that  clothing,  food,  fuel,  beef,  etc.,  increased  in  price  to 
the  consumer  from  10  to  100  per  cent.  Now  if  railway  rates  had  been  de- 
creased at  the  same  time,  would  the  consumer  and  producer  reap  any  benefit 
from  that  reduction?  The  only  increased  carrying  rates  that  accompanied  this 
rapid  increase  in  prices  was  that  of  about  5  per  cent  before  referred  to,  and 
it  may  be  well  to  note  that  this  5  per  cent  is  5  per  cent  of  the  carrying 
charges,  and  not  5  per  cent  of  the  cost  of  the  commodity.  The  carrying 
charge  of  commodities  probably  represents  about  2  per  cent  of  their  price. 
And  it  should  also  be  noted  that  this  5  per  cent  increase  in  the  freight  rates 
was  upon  the  lowest  rate  ever  existent. 

In  chatting  pleasantly  yesterday  with  a  gentleman  who  is  on  the  other  side 
of  this  question:  he  jokingly  remarked  that  they  were  going  to  reduce  rates 
and  raise  wages.  But  it  is  no  joke,  gentlemen,  when  I  say  that  for  the  past 
fifteen  years  the  rates  for  hauling  freight  have  steadily  decreased  except  for 
the  5  per  cent  already  spoken  of,  and  the  rates  of  the  wages  of  the  employes 
have  steadily  increased.  This  of  course  cannot  go  on  indefinitely,  and  would 
have  been  impossible  so  far  but  for  the  increased  volume  of  business  and  the 
increased  train  haul  which  the  railroad  companies  have  adopted  as  a  means  of 
hauling  freight  at  a  less  cost  per  ton  per  mile. 

We  recognize  the  public  character  of  the  services  performed  by  the  rail- 
ways and  we  cannot  lose  sight  of  the  fact  that  they  are  not  permitted  to  ap- 
ply to  their  business  the  same  principles  of  wholesale  and  retail  trade  that  are 
applied  in  other  businesses  by  those  who  now  petition  for  this  reduction  in 
rates.  They  are  not  allowed  to  do  as  the  coal  operators,  and  others  do,  when 
the  cost  of  production  is  increased,  that  is,  pass  the  increase  along  to  the  con- 
sumer in  the  form  of  higher  prices.  They  cannot  raise  and  lower  their  prices 
with  increased  and  decreased  demand  for  transportation.  They  must  main- 
tain their  properties  and  keep  their  equipment  in  repair  during  the  dull  time 
as  well  as  during  the  busy  time,  and  we  all  know  that  a  railroad  company 
cannot  earn  any  money  whatever  with  locomotives  and  cars  that  are  standing 
still.  The  roads  of  course  must  conform  to  the  regulations  specified  by  the 


148 

State  and  the  nation,  but  just  as  sure  as  night  follows  day  they  cannot  live 
bstween  the  upper  and  nether  mill  stones  of  constantly  increasing  cost  of 
operation  and  steadily  decreasing  revenues.  There  is  a  limit  beyond  which 
their  financial  interests  cannot  be  attacked  without  involving  the  material 
interest  of  all  their  employes,  and  we  believe  that  that  limit  has  been 
reached. 

This  is  not  the  only  instance  in  which  the  employes  of  railroads  have  taken 
similar  action.  They  have  voiced  similar  protests  in  this  State  before,  and 
in  other  states.  The  most  recent  instance,  perhaps,  is  that  in  which  they 
appeared  a  few  months  ago  before  the  Railroad  Commission  of  the  State  of 
Texas,  in  opposition  to  a  proposed  important  decrease  in  the  freight  rates  for 
hauling  cotton.  The  international  conventions  of  these  associations  have 
taken  up  these  questions  of  regulation,  or  government  control  of  rates,  and 
more  particularly  with  regard  to  the  question  of  appointing  a  commission 
with  power  to  fix  all  of  the  rates,  and  two  of  the  older  and  more  important, 
or  larger  perhaps,  of  these  associations  that  have  held  conventions  since  this 
question  came  up,  adopted  resolutions  voicing  their  opposition  to  that,  and 
I  want  to  file,  or  leave  with  you,  a  copy  of  the  resolutions  adopted  by  the 
International  Convention  of  the  Order  of  Railway  Conductors  in  Portland, 
Oregon,  in  May  last. 

I  think  I  can  say  without  fear  of  successful  contradiction  that  inquiry  and 
investigation  will  show  that  the  American  railways  furnish  the  best  service 
in  the  world,  pay  the  best  wages  known  on  railways,  and  receive  lower  rates 
for  transportation  than  roads  of  any  other  country. 

Mr.  Hamlin — Mr.  Clark,  let  me  ask  you  right  there,  so  that  you  can  answer. 

Mr.  Clark— Yes. 

Mr.  Hamlin — Does  that  statement  apply  to  local  traffic;  that  this  country 
charges  lower  rates  for  local  traffic? 

Mr.  Clark — No,  I  make  that  statement  in  a  general  way  as  t'o  the  railroads 
of  the  United  States. 

Mr.  Hamlin — Yes 

Mr.  Clark — I  have  not  before  me,  and  have  not  had  time  to  look  up  any 
of  the  details  of  the  l(5cal  traffic  that  may  be  in  your  mind.  I  make  that 
statement  more  particularly  on  the  basis  of  the  reports  of  the  United  States 
Industrial  Commission,  and  of  the  Interstate  Commerce  Commission,  on  which 
will  show  as  I  have  stated,  a  steadily  decreasing  rate  in  freight  from  1870, 
when  it  was  the  merest  fraction  below  2  cents  per  ton  per  mile,  down  to  1899, 
when  it  was  about  .728  or  .729  of  a  cent  per  ton  per  mile,  after  which  some 
slight  increase  was  noted  until  in  1903  it  was  .763  of  a  cent  per  tcm.  per  mile. 
That  is,  of  course,  the  railroads  of  the  United  States,  the  average  of  their 
whole  business. 

Over-capitalization  of  railroads  may  be  alleged  and  no  doubt  it  exists  in 
some  cases,  but  we  do  not  believe  that  that  justifies  any  crippling  of  the  earn- 
ing power  of  those  that  are  not  over  capitalized,  or  that  it  justifies  jeopardiz- 
ing the  interests  of  any  of  the  employes  by  taking  from  the  railways  to  give 
to  those  who  are  in  no  more  need  of  money  than  are  the  railroads,  and  who 
certainly  will  not  apply  it  in  any  way  to  give  more  benefit  to  the  public. 

We  protest  in  the  name  of  and  on  behalf  of  the  railroad  employes  of  this 
State  against  any  material  or  horizontal  reduction  in  the  rates  which  they 
may  lawfully  charge  for  transportation  of  goods.  If  there  are  discriminative 
rates  in  individual  cases,  we  concede  of  course  the  necessity  and  the  propriety 
of  correction.  We  believe  that  the  railroads  should  have  earnings  sufficiently 
large  to  permit  of  their  keeping  their  equipment  in  the  best  shape,  affording 
the  best  and  safest  accommodations  and  service  for  the  public,  affording  the 
safest  and  best  possible  conditions  of  employment  for  their  employes;  provid- 
ing the  needed  betterments  for  the  increased  business  and  the  permanent 
improvements  which  the  future  demands:  leave  a  reasonable  return  for  the 
capital  invested  and  pay  their  employes  the  full  compensation  that  may  be 
due  them  for  their  services  and  for  the  risks  which  they  assume,  and  having 
provided  the  possibility  from  their  earnings  and  revenue  permitting  of  such 
administration  of  their  affairs,  we  believe  that  they  should  be  obliged  to  as- 
sume all  of  the  responsibilities  and  the  liabilities  that  properly  attach  to  a 
corporation  engaged  in  the  public  service  as  they  are. 


149 

I  will  leave  with  you,  if  you  would  like  to  have  it,  a  list  which  is  not  quite 
complete,  but  practically  all  of  the  personnel  of  this  committee  who  come" 
here,  and  who  asked  me  to  make  a  few  remarks  before  you  in  voice  of  their 
position  on  this  matter,  and  I  thank  you. 

The  Chairman — I  suppose  General  Hamlin  has  the  opening-  and  close. 

Mr.  Hamlin — If  your  Honors  please,  if  you  remember  when  we  adjourned, 
I  wanted  to  put  Mr.  Ewald  on  the  stand  and  ask  him  a  few  questions,  and  he 
was  not  here;  but  I  would  like  to  ask  him  a  very  few  questions  to  identify 
some  things. 

The  Chairman — Are  there  any  objections'? 

Mr.  Brown — I  don't  know  what  it  is  about.  If  it  is  to  open  the  case,  we 
object. 

Mr.  Hamlin — No,  not  to  open  the  case. 

Mr.  Brown — What  is  it  about,  General? 

Mr.  Hamlin — I  want  to  identify  some  reports  that  I  want  to  introduce.  It 
is  the  Railroad  and  Warehouse  Commissioners'  report. 

Mr.  Brown — Can't  you  introduce  it  without  doing-  that? 

Mr.  Drennan — Just  simply  show  what  you  want. 

Mr.  Hamlin — I  just  want  to  call  his  attention  to  the  particular  thing  I  want, 
and  I  do  not  want  to  introduce  the  whole  report. 

Mr.  Brown — I  do  not  know  as  there  is  any  objection. 

Mr.  Drennan — No. 

Mr.  Hamlin — You  can  see  when  I  ask  him. 

Mr.  Drennan — You  can  make  your  offer. 

Thereupon  the  following  additional  evidence  was  introduced  in  behalf  of 
the  petitioners: 

Frank  J.  Ewald,  recalled  as  a  witness  in  behalf  of  the  petitioners,  testified 
as  follows: 

DIKECT    EXAMINATION,    IVY    MR.    HAMLIN. 

Q.  You  are  more  familiar  with  this  than  I  am,  and  I  wish  you  would  turn 
to  the  report  showing  the  proportion  of  freight  tonnage  in  Illinois.  Now  I 
will  ask  you,  you  made  up  this  report,  didn't  you?  (referring  to  the  printed 
report  of  the  Illinois  Railroad  and  Warehouse  Commission  for  1904.)  . 

A.     Why,  yes,  with  the  assistance  of  the  Assistant  Secretary. 

<,).  Now  I  will  ask  you  if  the  freight  tonnage  is  apportioned  in  Illinois  in 
the  table  which  you  have  in  front  of  you? 

A.     Yes,  sir. 

Q.     And  what  table  is  that? 

A.     It  is  table  VIII. 

Q.     On  what  page  of  the  report  of  1904? 

A.     It  begins  with  page  132,  and  ends  with  page  147. 

Q.  That  gives  the  different  railroads,  does  it  not,  and  the  apportionment 
of  freight  tonnage  in  Illinois  to  each  road? 

A.     Yes,  sir. 

Q.  Well,  now,  does  that  freight  tonnage  as  apportioned  to  Illinois,  repre- 
sent the  tonnage  of  local  traffic,  or  interstate  traffic? 

A.     It  includes  both. 

(I     It  includes  both? 

A.     Yes,  sir. 

<v>.     Both  interstate  and  local? 

A.     Yes,  sir. 

Q.     Well,  from  that  table  can  you  separate  the  one  from  the  other? 

A.     No,  I  could  not. 

Q.  Well,  in  the  reports  made  by  the  railroads  to  the  Railroad  and  Ware- 
house Commission,  do  they  separate  it? 

A.     No,  sir. 

Q.  Well,  now,  you  may  turn  to  the  table  of  earnings,  freight  earnings  ap- 
portioned to  Illinois.  Give  us  the  page  and  number  of  the  table. 

A.     It  begins  at  page  110  and  includes  from  110  to  115. 


150 

Q.  You  may  state  to  the  commission  if  the  freight  earnings  from  local 
freight  from  points  within  the  State  of  Illinois  are  given  within  that  table? 

A.     No,  sir.     It  includes  both  local  and  through  freight. 

Q.     Both  local  and  through  freight? 

A.     Yes.  sir. 

Q  Can  you  separate,  if  so,  do  so,  the  earnings  derived  from  local  freight 
from  the  earnings  derived  from  both  local  and  through  freight? 

A.  It  cannot  be  separated  because  the  information  is  not  separated  in  the 
reports  given  to  the  commission. 

Q.     By  the  railroad  companies? 

A.     Yes,  sir. 

Q.  Now,  if  I  understand  you,  then,  the  tonnage  of  freight  carried  in  Illinois 
as  shown  both  by  the  reports  of  the  railroads  to  the  Railroad  and  Warehouse 
Commission  and  the  report  which  you  compiled,  is  both  the  interstate  freight 
and  local  freight,  or  State  freight? 

A.     Yes.  sir. 

Q.     And  the  same  is  true  of  the  earnings? 

A.     Yes,  sir. 

Q.  Now  you  may  state  to  the  commission  if  you  know,  whether  or  not  the 
railroad  companies  formerly  made  reports  showing  the  amount  of  local 
freight  carried  within  points  in  the  State  of  Illinois,  and  showing  also  the 
earnings  upon  local  freight  within  the  State  of  Illinois 

A.  Well,  up  to  and  including  1897,  the  revenue  from  local  traffic  and  inter- 
state traffic — through  traffic  — was  separated. 

Q      How  about  the  tonnage? 

A.     W7hy,  the  tonnage  I  think,  was  submitted  the  same  as  it  is  now. 

Q.  Was  not  the  local  freight  separated  from  the  through  freight  in  1897  in 
the  reports  made? 

A.     The  revenue  from  the  local  freight  was  separated,  yes  sir. 

Q.     Was  the  tonnage? 

A.     No,  I  think  that  the  tonnage  was  submitted  the  same  as  it  is  now. 

A.  Will  you  look  that  up,  please?  You  need  not  do  it  now,  but  you  can 
look  at  it.  Will  you  get  a  report  of  one  of  the  railroads  for  18i'7.  (Report 
produced.)  You  know  where  to  find  this  better  than  I  do.  I  did  find  it. 

(Witness  examines  report.) 

A.     The  tonnage  statement? 

Q.  Yes,  as  to  whether  there  is  a  separation  of  local  freight  from  through 
freight. 

A.  Well,  no.  There  is  a  column  here  calling  for  freight  originating  on 
this  road.  Now,  it  may  originate  in  Illinois,  or  it  may  originate  in  some 
other  state. 

Q.  I  think  there  is  another  table  there  that  shows,  if  I  remember  right,  a 
table  giving  the  freight  in  columns,  through  freight  on  this  column  (indicat- 
ing), and  local  freight  on  this. 

A.     Do  you  mean  as  to  the  revenue? 

().     No,  I  know  it  is  as  to  revenue. 

A.     This  is  the  only  table  there  is. 

Q.  Will  you  turn  to  the  revenue  table  and  let  me  see  if  I  understand  it 
correctly — there  are  parallel  columns. 

A.  It  is  page  39  in  this  report.  It  divides  the  local  passenger  business 
from  the  through  passenger  business. 

Q.     What  page  is  that? 

A.     Page  41  in  any  of  the  1897  reports. 

Q.     Divides  what? 

A.  Divides  the  revenue  from  local  freight  from  through  freight  and  other 
sources. 

Q.     But  don't  you  think  it  divides  the  tonnage? 

A.     No,  sir. 

Mr.  Hamlin — I  want  to  offer  two  or  three  reports  made  in  1897  by  two  or 
three  of  the  different  railroads. 

Mr.  Brown — They  are  all  here. 

Mr.  Hamlin — Yes. 

Mr.  Brown — They  are  all  part  of  the  witness'  testimony. 


151 

The  Chairman — You  have  a  right  to  refer  to  anything. 

Mr.  Brown — You  can  refer  to  anything  as  a  matter  of  right. 

Mr.  Hamlin — That  is  all  we  want  then. 

Mr.  Brown — I  don't  think  there  is  any  technical  rule  about  the  power  of 
admission. 

Mr.  Hamlin — Do  you  want  to  ask  him  anything? 

Mr.  Brown — I  don't  want  to  ask  him  anything. 

The  Chairman — That  closes  it.  does  it? 

Mr.  Hamlin  —No,  sir,  I  want  to  offer  something  here  so  that  I  can  refer  to 
it.  I  want  to  offer  Poor's  Manual  for  1899. 

Mr.  Brown — The  whole  manual? 

Mr.  Hamlin — No  sir;  the  whole  of  it  was  put  in  the  first  hearing,  and 
Brother  Brown  wanted  to  know  if  he  had  to  read  it  all. 

Poor's  Manual  for  1899,  page  246,  for  what  it  is  worth. 

Mr.  Kramer — What  is  it  about? 

Mr.  Hamlin — That  is  on  the  capitalization  of  the  Chicago  &  Alton  Railroad. 

Mr.  Drennan — I  object  on  the  ground  that  it  is  not  verified. 

Mr.  Hamlin— I  want  to  offer  Poor's  Manual  for  1904,  page  764. 

The  Chairman — I  think  that  whole  thing  was  offered  originally,  judge. 

Mr.  Brown— 1904? 

Mr.  Hamlin — It  was  1902  that  was  offered.     That  is  all  in. 

Mr.  Drennan — Yes,  that  is  all  in. 

Mr.  Brown— Poor's  Manual  for  1904. 

Mr.  Hamlin — Yes,  page  764.  That  is  on  the  capitalization  of  the  Chicago, 
Rock  Island  &  Pacific. 

Then  I   want  to  offer  Poor's  Manual  for  1904,  pages  398  and  1545,  and  1410. 

Mr.  Drennan — What  is  that  about? 

Mr.  Hamlin— That  relates  to  the  capitalization  of  the  Illinois  Central  Rail- 
road. 

And  then  I  want  to  offer  Poor's  Manual  for  1904,  page  329.  That  is  on  the 
Chicago  &  Northwestern. 

Then  Poor's  Manual  for  the  same  year,  page  526.     That  is  the  C.  &  E.   I. 

Poor's  Manual  for  1903,  page  337,  of  the  C.,  B.  &  Q. 

Poor's  Manual  for  1903,  pages  363  to  365  inclusive.     That  is  the  St.  Paul. 

Poor's  Manual  for  1899,  page  246.     That  is  the  Alton. 

The  1904  Railroad  and  Warehouse  Commission's  report  is  in. 

Now  I  will  offer  the  Commercial  and  Financial  Chronicle. 

Mr.  Brown — I  object  to  that  as  incompetent.  You  can  look  at  what  you 
please. 

Mr.  Hamlin — Wait  until  I  state  exactly  why  I  am  offering  this. 

Mr.  Drennan — Well,  there  can  be  no  good  reason  for  it. 

Mr.  Hamlin — Yes,  wait  a  minute.  I  will  tell  you  what  I  want  to  offer  this 
for  and  what  E  can  prove  by  it. 

Mr.  Drennan — Yes. 

Mr.  Hamlin — Now  I  have  introduced  here  from  the  Auditor's  office  the 
valuation  reported  by  you  to  the  Auditor,  by  the  railroad  companies  to  the 
Auditor,  and  there  was  introduced  an  assessment  made  by  the  State  Board  of 
Equalization.  I  introduced  all  of  those  reports  for  three  years,  1902,  1903  and 
1904,  of  all  the  companies  And  those  reports  I  offered  on  the  capitalization 
proposition,  and  the  capitalization  proposition  includes  the  valuation  of  the 
stocks  of  the  company  in  those  years,  and  these  are  the — I  can  prove  that 
these  publications,  one  being  on  April  2,  1904 — the  valuations  are  made  under 
the  law  as  of  April  1 — on  April  2,  1904,  the  value  of  the  stocks  of  these 
different  roads  on  the  question  of  capitalization — 

Mr.  Hamill — That  is  not  a  public  document. 

Mr.  Hamlin — I  can  prove  that  that  is  a  document  that  was  used  by  the  State 
Board  of  Equalization  in  determining  the  value  of  the  capital  stock.  If  you 
want  me  to  prove  that,  I  can  bring  the  Auditor  down  and  prove  it. 

Mr.  Brown —  It  all  relates  to  the  subject  of  taxation,  what  you  expect  to  do. 

Mr.  Hamlin — No;  the  question  of  the  valuation  of  the  stock. 

Mr.  Brown — For  the  purposes  of  taxation. 

Mr.  Hamlin — Certainly,  they  used  it  for  purposes  of  taxation. 

Mr.  Brown — That  is  all  there  is  to  it. 


152 

Mr,  Hamlin — No;  if  the  value  of  the  capital  stock  is  material  to  be  con- 
sidered, you  have  got  fo  prove  its  value  in  some  way. 

Mr.  Brown — Certainly  you  have,  but  not  from  admissions  for  taxation  pur- 
poses. 

Mr.  Hamlin— Well,  it  would  be  the  same  for  all  purposes. 

Mr.  Brown — Well,  I  can't  consent  to  it.  and  therefore  if  you  want  to  force 
it  in.  you  will  have  to  make  proof.  I  can't  consent  that  it  is  competent. 

Mr.  Hamlin — (addressing  Mr.  Streyckmans):  Will  you  ask  the  Auditor  to 
come  down,  or  Mr.  Eubanks? 

The  Chairman — I  suppose  Mr.  Brown  will  agree  that  he  will  swear  to  what 
you  say. 

Mr.  Brown — I  don't  care  for  that,  yes. 

Mr.  Hamlin — He  will  state  that  it  is  used  for  taxation,  assessment  purposes. 

Mr.  Brown — That  is  what  you  want. 

Mr.  Hamlin — Yes,  I  have  no  doubt  he  wilt  say  that. 

Mr.  Brown — Very  well.  That  is  not  objectionable.  Have  you  any  objection 
to  that  (addressing  associate  counsel.) 

Mr.  Drennan — No. 

Mr.  Brown — With  that  admission,  put  it  in. 

Mr.  Drennan — We  think  the  substance  is  immaterial. 

Mr.  Hamlin — Of  course  I  know  what  your  contention  is;  that  it  is  not  com- 
petent because  used  for  taxation. 

Mr.  Brown — Yes  sir. 

Mr.  Hamlin — I  do  not  think  that  applies  here,  because  it  will  be  just  as  good 
for  one  purpose  as  another. 

Mr.  Brown— Well. 

Mr.  Hamlin — We  will  argue  that. 

Mr.  Brown — Yes. 

Mr.  Hamlin— We  will  see  how  the  B.  &  O.  stands. 

I  want  to  introduce  the  reports  made  to  the  Auditor  on  the  following  roads 
for  1898. 

Mr.  Drennan — 1898:  seven  years  ago. 

Mr.  Hamlin — Yes.  The  Rock  Island,  Chicago  &  Northwestern,  the  C,,  B. 
&  Q.,  the  Chicago  &  Eastern  Illinois. 

Mr.  Brown — Well  now,  I  object  to  them  as  incompetent,  and  further — 

Mr.  Hamlin— And  they  are  offered  ^or  the  purpose — well,  go  ahead. 

Mr.  Brown— And  I  further  object  to  them  on  the  ground  that  this  case  has 
been  closed,  and  it  is  not  fair  for  them  to  be  introducing  a  great  quantity  of 
evidence.  Anything  omitted  by  the  general,  I  have  no  objection  to. 

Mr.  Hamlin — I  will  tell  you  the  purpose  of  offering  them. 

Mr.  Brown — I  do  not  care  for  the  purpose.  If  it  happens  by  oversight  I  have 
no  objection  to  it  being  put  in. 

Mr.  Drennan — You  will  get  in  stuff  that  it  will  take  a  week  to  answer. 

Mr.  Hamlin — No. 

Mr.  Brown — We  will  have  to  take  an  adjournment  now  for  a  month,  and 
we  do  not  want  to  do  that. 

Mr.  Hamlin — This  is  offered  simply  for  the  purpose  of  showing  the  increase 
in  capital  stock  from  1898  of  these  lines. 

Mr.  Drennaii — And  we  have  the  right  to  show  the  necessity  for  that  in- 
crease and  what  uses  and  purposes  it  has  been  put  to,  and  that  it  is  not  an  in- 
flation. 

The  Chairman — That  was  in  before  by  the  offer  of  reports;  that  was  here 
before. 

Mr.  Brown — Then  what  is  the  use  of  putting  it  in  again? 

Mr.  Hamill— -It  is  a  matter  for  him  to  refer  to  in  argument. 

Mr.  Hamlin — Then  that  is  all. 

The  Chair — Gentlemen,  how  long  do  you  want  to  argue  this  question? 

Mr.  Hamlin — Well,  gentlemen,  we  expected  on  our  side  that  Mr.  Barlow 
would  present  the  first  argument  on  facts. 

The  Chairman — It  seems  that  he  has. 

Mr.  Hamlin— In  the  form  of  a  telegram. 

The  Chairman — A  very  brief  one. 

Mr.  Drennan — He  surrenders.  If  you  were  equally  as  frank,  there  would 
be  no  argument. 


153 

(it  was  thereupon  agreed  that  the  arguments  should  be  limited  to  three 
hours  for  each  side.) 

Thereupon  Mr.  Streyckmans  addressed  the  commission  as  follows: 

ARGUMENT  AT  THE  CLOSE  OF  THE    EVIDENCE.. 

Mr.  Streyckmans — If  the  court  please,  outside  of  the  financial  question,  or 
the  question  of  the  amounts  which  the  railroads  in  Illinois  are  earning-,  or 
whether  they  could  earn  a  reasonable  amount  on  the  capital  or  real  vaule  of 
the  road,  which  will  be  discussed  by  Mr.  Hamlin,  we  believe  the  evidence 
introduced  can  be  divided  into  about  five  heads,  and  that  each  one  of  these 
heads  shows  that  the  schedule  of  maximum  rates  as  now  established  by  the 
Railroad  Commission  is  too  high. 

Now  the  first  head  that  I  will  take  up  will  be  the  C.  F.  A.  scale.  This  was 
introduced  in  the  old  evidence  three  years  ago,  and  is  also  introduced  in  this 
hearing  as  "Exhibit  A-l.'' 

This  is  a  scale  which,  according  to  the  testimony  of  Mr.  Barlow,  governs 
from  five  miles  to  four  hundred  and  fifty  miles,  and  I  will  show  later  the 
per  cent  that  this  scale  is  lower  than  the  Illinois  scale  of  maximum  rates. 

In  the  testimony  of  the  respondents  it  was  said  by  some  of  the  witnesses 
that  this  scale  was  involuntary  on  their  part,  but  was  forced  upon  them  by 
the  Ohio  legislature.  I  have  here  the  Ohio  law,  which  is  section  3375  of  their 
statute.  The  law  provides  that: 

"Such  company  may  receive  for  transportation  of  property  not  exceeding 
five  cents  per  ton  per  mile  when  the  same  is  transported  a  distance  of  thirty 
miles  or  more,  and  in  case  the  quantity  transported  is  less  than  one  ton  in 
weight,  or  any  quantity  is  transported  a  less  distance  than  thirty  miles,  such 
reasonable  rate  as  may  be  from  time  to  time  fixed  by  the  corporation  or  pre- 
scribed by  law;  and  until  a  tariff  of  specified  rates  is  established  by  law  for 
the  transportation  of  property  of  such  bulk  that  a  quantity  equal  to  the  ton- 
nage capacity  of  the  car  cannot  be  carried  in  it,  the  corporation  may  contract 
for  space  in  the  car  sufficient  to  secure  the  safe  transportation  of  such  prop- 
erty, at  a  rate  which  shall  not  exceed  five  cents  per  ton  per  mile  if  such  car 
were  loaded  to  its  tonnage  capacity." 

Now,  at  the  latter  end  of  this  section,  it  is  provided: 

"For  the  transportation  of  coal,  pig  iron,  lime  stone,  iron  ore,  undressed 
stone  or  lumber,  not  more  than  five  cents  per  ton  per  mile  shall  be  charged 
for  any  distance  of  ten  miles  or  more,  and  in  case  the  same  be  transported  a 
less  distance  than  ten  miles,  such  reasonable  rates  as  may  be  from  time  to 
time  fixed  by  the  coporation  or  prescribed  by  law;  and  the  corporation  may 
cha.rge  on  such  freight,"  that  is  stone,  iron  ore,  lime  and  so  forth,  "a  reason- 
able rate  for  loading  and  unloading  when  the  same  is  in  fact  done  by  the  cor- 
poration." 

Now  that  is  only  a  distance  under  thirty  miles  and  that  is  what  was 
referred  to  by  Mr.  Barlow  in  his  testimony. 

Now  that  is  the  Ohio  statute.  If  we  reduce  that  statute  to  the  question  of 
miles,  we  will  find  that  the  Ohio  statute  allows  a  railroad  transporting  freight 
in  Ohio  for  thirty  miles,  seven  and  a  half  cents  per  hundred  miles.  The  C. 
F.  A.  scale  for  thirty  miles  is  seven  and  a  half  cents  exactly.  For  fifty  miles 
the  Ohio  scale  is  twelve  and  a  half  cents,  and  the  C.  F.  A.  scale  twelve  and  a 
half  cents.  For  seventy-five  miles,  they  are  both  the  same.  For  one  hundred 
miles,  the  Ohio  scale  is  twenty-four  cents.  For  a  hundred  and  twenty-five 
miles,  the  Ohio  scale  is  thirty-one  cents  per  hundred,  and  the  C.  F.  A.  scale 
twenty-six  cents  per  hundred. 

For  150  miles,  the  Ohio  scale  is  37 3  2  cents,  and  the  C.  F.  A.  scale  is  28  >£ 
cents. 

For  200  miles,  the  Ohio  scale  is  50  cents,  and  the  C.  F.  A.  scale  33  cents. 

This  shows  that  the  C.  F.  A.  scale  is  voluntarily  made  by  the  railroads  and 
in  some  instances  from  25  to  50  per  cent  less  than  the  Ohio  law  fixes,  so  that 
it  is  entirely  voluntary  on  their  part. 

Now  this  scale  as  compared  with  the  Illinois  scale  shows,  as  is  evidenced  by 
"Exhibit  A-3,"  that  for  100  miles  it  is  48.3  per  cent  lower  than  the  Illinois 
schedule: 

For  125  miles  it  is  52  per  cent. 


154 

For  150  miles  it  is  53  percent. 

For  175  miles  it  is  48  per  cent. 

For  200  miles,  47  per  cent. 

And  for  250  miles,  43  per  cent  less  than  the  Illinois  schedule. 

Now,  if  we  take  the  Illinois  distance  tariff,  or  the  schedule  of  maximum 
rates,  and  the  Central  Freight  Association  scale  for  100  miles,  and  take  the 
various  classes,  that  is,  by  taking-  an  article  of  freight  in  either  one  of  the 
classes,  under  either  one  of  the  classifications,  the  Illinois  classification  or 
the  official  classification — theC.  P.  A.  — we  find  that  for  100  miles  the  C.  F.  A. 
scale  is  24  cents  and  the  Illinois  distance  tariff  38  cents  on  first  class  and  runs 
down  to  the  sixth  class  at  12V.,  for  the  Illinois  distance  and  8  for  the  C.  F.  A. 
scale.  That  is  about  33  per  cent. 

The  same  averages  will  be  found  for  200  miles,  250,  300  and  400  miles.  That 
is  not  using  now  the  official  classification  in  one  instance  and  making  a  com- 
parison just  by  the  official  classification,  but  it  is  by  taking  the  Illinois  class- 
ification itself  and  finding  one  article,  and  finding  what  classification  it  is 
under,  and  then  finding  one  article  under  the  official  classification,  and  finding 
the  distance  under  the  C.  F.  A.  scale,  which  makes  them  absolutely  similar  so 
far  as  classification  is  concerned' 

This  percentage  on  100  miles  is: 

60  per  cent  on  first  class, 

40  per  cent  on  second  class, 

27  per  cent  on  third  class, 

50  per  cent  on  fourth  class. 

66  per  cent  per  cent  in  fifth  class, 
56  per  cent  sixth  class, 

On  200  miles  is: 
48  per  cent  on  first  class, 
39  per  cent  on  second  class. 
38  per  cent  on  third  class. 
63  per  cent  on  fourth  class. 
62  per  cent  on  fifth  class. 

67  per  cent  on  sixth  class. 

It  about  reaches  its  maximum  at  300  miles  and  then  it  comes  down,  and  at 
450  miles  the  percentage  is : 

34  per  cent  on  first  class. 

30  per  cent  on  second  class. 

36  per  cent  on  third  class. 

52  per  cent  on  fourth  class,  and 

42  per  cent  on  sixth  class. 

Now  in  this  territory  which  is  called  "Central  Freight  Association  terri- 
tory," in  which  these  rates  apply,  and  which  are  shown  to  apply  by  "Exhibit 
A-14,'1  which  is  through  freight  rates  No.  48,  tariff  adopted  by  the  Central 
Freight  Association  lines  applying*  on  classes  and  commodities  between  Chi- 
cago and  various  Illinois  points,  Indianapolis,  Cincinnati,  Louisville,  Evans- 
ville,  and  so  forth.  This  tariff  discloses  that  the  rates  between  Chicago  and 
Indianapolis  are  based  on  Central  Freight  Association  scale  for  180  miles,  and 
between  Chicago  and  Cincinnati,  Evansville,  are  based  on  the  Central  Freight 
Association  scale  for  300  miles. 

A  comparison  of  the  commodity  rates  as  indicated  by  this  tariff  with  the 
official  classification,  Central  Freight  Association  scale,  discloses  that  the 
commodity  rates  are  on  a  considerably  lower  basis  than  the  Central  Freight 
Association  scale,  so  that  the  theory  that  the  Central  Freight  Association 
scale  is  a  minimum  and  the  lowest  the  railroads  can  transport  freight  on,  is 
shown  to  be  otherwise.  They  carry  the  commodity  tariff  under  the  C.  F.  A. 
scale  in  Illinois,  the  same  as  they  do  under  the  Illinois  Commissioners' 
schedule. 

Now  we  have  the  question  of  interstate  rates.  The  exhibits  that  have  been 
offered  on  the  old  hearing,  and  which  were  offered  in  order  to.  in  one  instance 
support  the  allegations  of  the  petitions  as  to  comparison  between  states,  are 
quite  voluminous.  They  run  from  24  to  35,  and  jump  into  the  80s.  There  are 


155 

quite  a  number  of  them,  including-  the  C.  &  E.  I  freight  tariff  from  Chicago, 
Ulinois.  to  points  in  Ohio,  Indiana  and  Kentucky,  Exhibit  89.  Those  tariffs 
and  the  expense  bills  that  were  introduced  to  show  that  the  interstate  rates 
between  Indiana  and  Illinois  are  based  in  a  good  many  instances  either  on 
the  C.  F.  A.  scale,  or  on  a  lower  basis,  and  these  interstate  rates,  as  was  ad- 
mitted by  the  various  witnesses  for  the  respondents,  are  voluntarily  made  by 
the  railroads,  and  voluntarily  entered  into — they  are  made  by  agreement. 

•'Exhibit  71"  shows  some  expense  bills  on  the  T.  H.  &  I.  Railroad,  all  on 
the  same  line  -Indianapolis  to  Oakland,  167  miles. 

Mr.  Hamliii — When  you  give  a  station  in  Illinois,  give  it  Illinois. 

Mr.  Streyckmans- Indianapolis,  Indiana,  to  Oakland,  Illinois,  167  miles; 
rate  on  nails,  14  cents — Indianapolis  to  Oakland,  167  miles.  From  Decatur  to 
Oakland,  and  the  road  goes  through  there,  56  miles,  the  rate  is  12  cents. 

'  Exhibit  75''  was  expense  bills  on  the  Big  Four  Railroad,  and  shows  that 
the  rate  on  nails,  Indianapolis  to  Urbana,  Illinois,  116  miles,  is  11  cents.  De- 
catur to  Urbana.  46  miles,  the  rate  on  the  same  commodity  is  13  cents. 

From  Sharon,  Pa.,  the  distance  of  which  I  haven't  got,  the  rate  on  the  same 
commodity  is  18  V,  cents. 

''Exhibit  93" — this  is  entirely  on  the  basis  now  of  interstate  rates — shows 
that  the  distance  from  Chicago  to  Goodland,  Ind.,  is  85  miles,  and  the  distance 
from  Chicago  to  Onarga,  111.,  is  85  miles,  one  being  in  Illinois  and  the  other 
in  Indiana.  The  rate  on  baking-  powder  being  I9l.>  cents  from  Chicago  to 
Goodland,  Ind..  and  24.6  cents  to  Onarga,  111. — from  Chicago  to  Onarga,  111., 
the  percentage  being  23  per  cent  more  for  the  carriage  of  the  freight  in  Illi- 
nois than  it  is  in  Indiana.  This  percentage  I  enumerate — I  do  not  enumerate 
the  articles  because  it  would  take  too  long  a  time — runs  as  follows:  23%; 
44%,  that  is  on  broom  corn;  23%:  34%;  43%;  47%;  84}^'%;  51H'%:  34%;  34%, 
higher  in  Illinois  under  the  Illinois  schedule  than  they  are  in  Indiana. 

The  same  comparisons  are  made  for  103  miles,  Chicago  to  Oxford,  Ind.,  and 
Chicago  to  Paxton,  111.,  both  being  103  miles.  The  per  cent  in  some  instances 
going  even  higher,  some  going  as  high  as  92%  more  for  carrying  the  same 
commodity  in  Illinois  than  it  does  to  carry  that  same  commodity  on  the  other 
side  of  the  State  line. 

We  have  made  comparisons  here  that  run  from  85  miles  to  288  miles  in 
order  to  cover  the  entire  field  of  the  matter  so  far  as  the  mileage  question  is 
concerned. 

At  155  miles,  Hillsdale,  Ind.,  and  Tuscola,  111.,  Hillsdale  being  155  miles 
from  Chicago  and  Tuscola  149,  the  percentages  run  all  the  way  from  14  to  60 
at  155  miles. 

At  178  miles,  a  comparison  made  between  Terre  Haute,  Ind.,  and  Etna,  111., 
on  the  same  commodity,  the  percentage,  runs  from  14  to  76}., ,  a  distance  of 
179  miles. 

At  238  miles,  the  cities  of  Vincennes  and  Tonti,  111.,  were  taken  and  thfe 
percentage  runs  from  26  to  85  per  cent  less  than  is  charged  by  the  Illinois 
Commissioners'  schedule  for  the  transportation  of  the  same  commodity  in 
Indiana. 

287  miles  is  Evansville,  Ind. ,  from  Chicago;  288  is  DuQuoin,  111.,  from  Chi- 
cago. The  percentages  run  from  12  to  79. 

Those,  of  course,  are  interstate 'rates,  but  the  evidence  shows  that  they  are 
made. 

Take  petitioners'  exhibit  91  in  the  old  record.  These  are  less  than  car  load 
rates.  The  distances  are  all  given  from  Chicago.  The  towns  in  each  set  of 
two  are  immediately  opposite  each  other  on  either  side  of  the  Illinois  and 
Indiana  state  line  and  are  connected  by  the  same  line  of  railway. 

Now,  on  about  twenty  commodities  here,  the  distance  from  Chicago  to 
Hillsdale,  Ind.,  being  155  miles,  and  Chrisman,  111.,  148  miles,  we  find  that 
the  percentage,  increased  percentage  in  Illinois,  or  the  increased  cost  of 
transporting  freight  under  the  Illinois  Commissioners'  schedule  as  against 
the  rate  charged  in  Indiana  on  baking  powder,  29%;  pins,  43%;  brooms,  in 
bundles,  43%;  canned  goods,  14%;  cheese,  29%;  chocolate  and  cocoa,  32%; 
cocoanut,  29%:  cigars,  43%;  fish,  salted  or  brine,  48%;  flour,  74%. 

The  same  comparison  is  made  in  this  table  as  made  in  the  other  table,  run- 
ning from  155  to  306  miles.  For  178  miles,  the  cities  of  Terre  Haute,  Ind., 


156 

and  Marshall  Junction.  111.,  were  used.  The  percentage  in  that  case  on  those 
commodities  runs  from  11  to  12%.  At  204  miles,  the  cities  of  Sullivan,  Ind., 
and  Robinson,  111.,  were  used,  and  the  percentages  run  from  19  to  60. 

The  same  comparison  is  made  between  Mount  Vernon,  Ind.,  and  Carmi,  111., 
the  percentages  some  running  even  higher  on  the  high  distance,  being  18 
to  71. 

Now,  we  have  Exhibit  No.  76,  petitioners'  Exhibit  No.  76  This  is  bridge 
stuff,  and  was  shipped  from  Muncie,  Ind.,  to  points  in  Illinois.  The  rate  on 
bridge  iron  from  Muncie  to  Bayliss,  111.,  is  14  cents. 

Mr.  Hamlin — What  road  is  that? 

Mr.  Streyckmans— Lake  Erie  &  Western. 

The  rate  from  Decatur  to  the  same  point  is  20.31,  and  goes  through  Decatur. 

Mr.  Hamlin — What  is  the  distance  from  Decatur? 

Mr.  Streyckmans — It  is  117  miles  out  of  Decatur.  It  is  319  miles  from  Mun- 
cie to  Gibson  City,  and  117  miles  from  Decatur  to  Baylis. 

The  Chairman — Different  railroads? 

Mr.  Streyckmans — Yes,  they  go  through  two  different  railroads  to  Baylis. 

Mr.  Drennan — Is  it  your  proposition  that  they  ought  to  raise  that  low  rate 
or  reduce  the  higher? 

Mr.  Streyckmans — We  will  leave  you  to  explain  that. 

Mr.  Drennan — Our  proposition  is,  they  al]  ought  to  be  raised. 

Mr.  Streyckmans — Then  that  is  your  argument. 

Now,  from  the  same  town  to  Poplar  City  the  rate  is  14  cents,  and  the  dis- 
tance 290  miles.  Decatur  to  the  same  point,  the  rate  is  16  cents. 

The  second  is  a  shipment  from  Muncie  to  Poplar  City,  the  rate  is  14  cents 
from  Indiana — that  was  from  Muncie,  Ind.,  to  Poplar  City,  the  distance  was 
290  miles.  The  rate  from  Decatur  to  the  same  point  is  16.45. 

Muncie  to  Latham,  111.,  a  13-cent  rate  is  charged,  and  the  distance  is  205 
miles.  This  town  is  15  miles  from  Decatur,  and  the  rate  was  13  cents  from 
Muncie,  and  the  rate  from  Decatur  to  the  same  place,  a  distance  of  15  miles, 
is  12.57,  a  fraction  of  a  cent  less  than  the  entire  cost  of  transporting  the 
freight  from  Muncie,  Ind..  to  Latham. 

The  next,  Muncie,  Ind.,  to  Kelsey,  111.,  a  14-cent  rate  is  made  on  the  L.  E. 
&  W.,  a  distance  of  302  miles.  From  Decatur  to  the  same  point  the  rate  is 
16.45,  or  pretty  near  two  cents  higher.  Kelsey  is  only  a  short  distance  from 
Decatur,  in  Mason  county. 

The  rate  from  Muncie,  Ind.,  to  Mason  City,  as  indicated  in  this  expense 
bill,  is  14  cents.  The  rate  from  Decatur  to  the  same  point  is  15.4.  This  goes 
through  the  same  line. 

There  are  about  twenty-five  bills  here  and  they  show  the  same  condition  to 
various  towns. 

»  We  have  an  expense  bill  showing,  or  a  half-dozen  expense  bills  here,  Ex- 
hibit 51,  showing  that  from  Chicago  to  Springfield  the  railroads  charge  the 
commissioners'  maximum,  or  practically  the  maximum  on  first,  second,  third, 
fourth  and  fifth  classes.  From  Bloomington  to  Springfield  they  charge  the 
maximum.  The  distance  from  Chicago  to  Springfield  is  185  miles.  The 
freight  as  charged  by  the  railroads  is  47  cents,  and  the  commissioners'  maxi- 
mum 47.94.  It  is  practically  a  cent  less  than  the  commissioners'  maximum. 
The  distance  from  Indianapolis  to  Springfield  is  197  miles.  The  rate  is  18}.2 
cents  as  compared  with  47  cents.  Chicago  to  Springfield,  185  miles,  47  cents; 
Indianapolis 'to  Springfield,  197  miles,  1832  cents. 

Exhibit  A-7  is  a  tariff  of  the  Indiana,  Decatur  &  Western  Railway  Company. 
The  rates  are  taken  from  the  tariff  and  they  show  that  from  Indianapolis  to 
Champaign,  118  miles,  the  rate  first  class  is  31  cents.  The  C.  F.  A.  scale  for 
118  miles  is  25  cents.  The  Illinois  distance  tariff  is  42  cents.  On  second 
class  the  rate  charged  by  the  railroad  company  is  26}-.2  cents;  the  C.  F.  A.  rate 
is  22  cents,  and  the  Illinois  distance  tariff  32  cents;  third  class,  21^  cents 
charged  by  the  railroad  company,  19  K,  cents  by  the  C.  F.  A.  scale,  and  26 
cents  Illinois  distance  tariff. 

To  Champaign,  which  is  on  an  Illinois  road  entirely,  is  127  miles,  and  the 
rate  is  43.3,  whereas  from  Indianapolis  to  Champaign  it  is  31  cents;  from 
Indianapolis  to  Bloomington,  166  miles,  the  rate  is  32  ^  cents  on  first  class; 
C.  F.  A.  scale,  31  cents;  Illinois  distance  tariff,  46.8. 


157 

From  Chicago  to  Bloomington,  126  miles,  which  is  a  less  distance  than  166 
from  Indianapolis  to  Blooming-ton,  is  43  cents  as  compared  to  31  cents. 

Indianapolis  to  Litchfield,  207  miles.  Now  we  have  got  here  118,  166,  203, 
226  miles  in  order  to  show  the  application  of  these  rates  in  the  scale,  and  not 
only  one  particular  mileage,  but  to  the  entire  mileage  in  the  classification  in 
the  schedule.  From  Indianapolis  to  Litchfield,  207  miles,  the  railroad- tariff 
indicates  a  charge  of  37  cents  on  first  class;  the  C.  F.  A.  scale  for  the  same 
distance  is  34  cents,  the  Illinois  distance  tariff  is  49  cents.  Which  would 
make  the  distance,  Chicago  to  Litchfield,  235  miles,  47  cents;  Indianapolis  to 
La  Salle,  226  miles,  C.  F.  A.  scale,  35  cents;  railroad  tariff,  40  cents;  Illinois 
distance  tariff.  50  cents. 

Exhibit  A-8,  joint  freight  tariff  of  the  I.,  D.  &  W.,  No.  995.  From  this  tariff 
the  rates  were  taken  which  make  up  the  classifications  from  Indianapolis  to 
Braceville,  165  miles.  The  rate  indicated  by  this  tariff  is  31  ^  cents;  the  C. 
F.  A.  scale  for  the  same  distance,  31  cents;  Illinois  distance  tariff,  46  cents. 

Chicago  to  Braceville  is  61  miles,  still  the  charge  is  32  cents,  one  cent  more 
to  transport  it  from  Chicago  to  Braceville  than  it  costs  to  transport  the  same 
freight  from  Indianapolis  to  Braceville,  165  miles. 

From  Indianapolis  to  Streator,  190  miles,  the  tariff  indicates  that  the  rail- 
road charges  31 l:,  cents;  the  C.  F.  A.  scale  for  190  miles  is  32  cents,  which  is 
practically  the  same  thing.  The  Illinois  distance  tariff  is  48.3. 

Chicago' to  Streator,  111.,  94  miles,  and  still  under  the  Illinois  tariff  they  pay 
35  cents,  which  is  four  cents  more  than  it  costs  to  transport  the  same  freight 
from  Indianapolis  to  the  same  point. 

Indianapolis  to  Peoria  is  211  miles.     The  same  rule  applies  there. 

Indianapolis  to  East  St.  Louis,  242  miles,  the  railroad  voluntarily  makes  a 
tariff  carrying  it  at  37  cents,  first  class,  which  is  exactly  the  C.  F.  A.  scale, 
and  the  Illinois  distance  tariff  for  the  same  distance  is  52  cents. 

Chicago  to  St.  Louis  is  281  miles,  and  the  charge  is  47  cents. 

Exhibit  A-13  shows  the  same  condition;  and  shows  the  rates  from  Cincin- 
nati, O . ,  and  from  Indianapolis,  Ind.,  on  classes  to  Effingham,  Newton,  Cham- 
paign. Decatur,  Alton,  Litchfield,  Pana,  Mount  Vernon,  Peoria,  La  Salle, 
Springfield,  Salem,  Freeport.  Dixon  and  Centralia.  These  rates  in  every  in- 
stance, of  course,  are  interstate  rates  and  are  lower  than  the  Illinois  schedule 
in  the  same  proportion  as  the  other  rates  that  were  just  read,  and  so  I  will 
not  read  those,  as  it  will  take  too  much  time. 

Exhibit  A-9  is  I.,  D.  &  W.  tariff  and  shows  rates  of  transportation  for  95 
miles,  which  is  Indianapolis  to  Hume,  to  be: 

27 }•.,  cents  on  first  class, 

24  cents  on  second  class, 

13  cents  on  fourth  class, 

10  cents  on  fifth  class, 

S1,  cents  on  sixth  class. 

The  C.  F.  A.  scale  for  the  same  distance  is  23,  22,  18,  12,  9  and  8  cents. 

Illinois  distance  tariff  for  95  miles,  37.6  as  against  27}.2  as  charged  by  the 
railroad  and  23  cents  as  established  by  the  C.  F.  A.  scale.  Indianapolis  to 
Tuscola.  117  miles,  the  tariff  indicates  a  charge  of  31  cents,  first  class;  C.  F. 
A.  scale,  25  cents:  Illinois  distance  tariff,  42  cents. 

Indianapolis  to  Decatur,  153  miles,  the  tariff  indicates  a  charge  of  31>^ 
cents  first  class:  C.  F.  A.  scale,  30  cents;  Illinois  distance  tariff,  45  cents;  33 
per  cent  difference. 

Indianapolis  to  Springfield,  197  miles.  This  tariff  indicates  the  charge  37 
cents,  first  class;  C.  F  A.  scale  on  197  miles  is  33  cents;  Illinois  distance 
tariff,  48  cents. 

Chicago  to  Springfield,  185  miles,  and  the  rate  is  47  cents,  as  against  37 
cents  from  Indianapolis  to  the  same  point. 

Exhibit  A-10  shows  Vandalia  Line  joint  tariff,  stations  in  Illinois  on  the 
C.  B.  &  (I 

From  Indianapolis  to  Elmwood,  237  miles  is  indicated — the  rate  charged  as 
indicated  by  this  tariff  is  40  cents  on  first  class;  C.  F.  A.  scale  for  237  miles, 
30  cents;  Illinois  distance  tariff  for  237  miles,  61  cents. 

Chicago  to  Elmwood,  160  miles.  The  rate  is  46.4  cents.  In  other  words. 
6  cents  more  from  Chicago  to  Elmwood,  160  miles,  than  is  charged  from 
Indianapolis  to  Elmwood,  237  miles. 


158 

The  same  is  true  as  to  Lombardville,  270  miles. 

In  the  answers  that  were  filed,  we  have  a  comparison  of  class  rates  from 
Indianapolis  and  from  Chicago  to  various  points  in  Illinois.  The  tariffs  that 
were  introduced,  and  which  are  quite  voluminous,  were  introduced  in  the  old 
hearing-  for  the  purpose  of  sustaining-  the  allegations  made  in  the  petition  on 
these  distances. 

Exhibit  A,  on  page  27,  shows  that  the  distance  from  Chicago  to  Indianapolis 
— Chicago  to  Champaign,  is  127  miles.  The  rate  from  Chicago  is  43  cents, 
and  from  Indianapolis  to  Champaign.  118  miles,  the  rate  is  31  cents,  a  differ- 
ence of  12  cents. 

From  Chicago  to  Bloomington.  126  miles,  the  rate  is  43  cents.  From  Indi- 
anapolis to  Bloomington,  a  distance  of  165  miles,  the  rate  is  31  cents — 11.74 
cents  less.  From  Chicago  to  Peoria,  the  distance  is  154  miles,  and  the  rate 
is  40  cents.  Indianapolis  to  Peoria,  a  distance  of  211  miles,  over  50  miles 
longer  distance,  the  rate  is  31  cents,  being  9  cents  less,  or  pretty  near  25  per 
cent  less  than  the  rate  from  Chicago. 

The  same  applies  as  to  Paris.  Chicago  to  Paris  and  Indianapolis  to  Paris, 
and  from  Mattoon,  Pana.  Litchfield  and  East  St.  Louis. 

Another  allegation  in  the  petition  was  that  the  rate  from  Aledo,  111.,  or  to 
Aledo,  111.,  from  Quincy,  111.,  a  distance  of  160  miles,  on  first  class,  was  37 
cents  The  distance  from  Chicago,  111.,  to  Aledo,  111.,  is  175  miles,  and  the 
rate  is  47  cents.  From  Peoria  to  Aledo,  113  miles,  the  rate,  first  class,  is  36 
cents.  And  from  Ease  St.  Louis,  a  distance  of  234  miles  to  Aledo,  the  rate  is 
46  cents.  From  Detroit,  Michigan,  459  miles,  the  rate  is  50  cents,  From 
Columbus,  O.,  489  miles,  the  rate  is  54  cents.  From  Louisville,  Ky.,468  miles, 
the  rate  is  51  cents. 

In  other  words  the  rate  from  Chicago  to  Aledo  is  the  same  as  the  rate  from 
Indianapolis  to  Aledo,  and  the  distance  from  Chicago  to  Aledo  is  175,  a  little 
over*  and  from  Indianapolis,  324.  The  same  allegation  is  made  from  the  same 
points  to  Bement,  and  from  the  same  points  to  Blooming-ton,  111.,  Centralia, 
111.,  Dixon,  111.,  Girard,  Oilman,  Havana,  Jacksonville,  Kewanee,  Lincoln, 
Monmouth,  Quincy,  Rockford,  Rock  Island,  Springfield,  Taylorville,  Beards- 
town,  and  a  number  of  towns  in  which  the  same  comparisons  are  made,  and 
these  comparisons,  are  all  supported  by  the  exhibits  which  were  introduced 
at  the  prior  hearing,  which  consists  of  these  various  tariffs  of  the  roads  car- 
rying the  freights  from  these  respective  towns  in  connection  with  joint  tariff 
agreements  with  the  Illinois  road. 

I  am  through  with  that  topic 

Thereupon  a  recess  was  taken  until  2:00  o'clock  p.  m.,  of  the  same 
day,  Tuesday,  July  11,  1905. 

TUESDAY,  JULY  11,  1905,  2:00  o'clock  p.  m. 

The  commission  met  pursuant  to  recess. 

Argument  of  Mr.  Streyckmans  resumed: 

Now,  this  morning  I  spoke  about  the  adoption  of  the  C.  F.  A.  scale,  and 
made  a  comparison  of  interstate  rates  with  Illinois  rates.  Now  I  will  con- 
fine myself  to  the  subject  of  rates  in  other  states  as  compared  with  rates  in 
Illinois.  That  is,  not  interstate  rates  but  rates  from  one  point  to  another 
point  within  one  state,  as  compared  with  rates  from  one  point  to  another  in 
Illinois. 

Exhibit  69  shows — here  is  a  letter  from  the  agent  of  the  Pennsylvania  Com- 
pany, showing  that  the  distance  from  Fort  Wayne  to  Richmond.  Ind.,  both 
points  being  in  Indiana,  is  92  miles.  The  Indiana  rate  is: 

23  cents,  first  class, 

22  cents  on  second  class, 

18  cents  on  third  class, 

12  cents  on  fourth  class,  and 

9  cents  on  fifth  class. 

The  Illinois  commissioners'  rates  for  the  same  distance  are: 

37.60  cents  on  first  class, 

30.55  cents  on  second  class, 

24.62  cents  on  third  class, 


159 

18.33  cents  on  fourth  class, 

14.66  cents  on  fifth  class. 

From  Fort  Wayne  to  Bourbon,  Ind.,  is  53  miles.     The  Indiana  rate  is: 

17  cents  on  first  class, 

15  cents  on  second  class. 

13  K,  cents  on  third  class, 
10  cents  on  fourth  class, 
8  cents  on  fifth  class, 

The  Illinois  Commissioners'  schedule  is: 
30.08  cents  on  first  class, 
24.44  cents  on  second  class, 
20.68  cents  on  third  class, 

14.57  cents  on  fourth  class. 
11.65  cents  on  fifth  class. 

That  is  about  50  per  cent  difference  between  the  Indiana  rate  and  the  Illi- 
nois rate  in  favor  of  Indiana. 

Exhibit  No.  70  is  an  expense  bill  showing-  a  shipment  of  nuts  from  Terre 
Haute — from  Evansville  to  Terre  Haute,  Ind.,  both  of  them  inside  of  Indiana. 
The  rate  charg-ed  is  18  cents.  The  C.  F.  A.  scale  for  the  same  distance,  109 
miles,  is  24.1._>  cents.  The  Illinois  rate  is  40.42  cents. 

Exhibit  No.  68  shows  that  the  distance  from  Ft.  Wayne  to  Rog-erton.  both 
in  Indiana,  is  sixty  miles.  The  Indiana  rates  are: 

29  cents  for  first  class. 

19  cents  for  second  class, 

15  cents  for  third  class, 

10  cents  for  fourth  class. 

8  cents  for  fifth  class, 

6  cents  for  sixth  class. 

The  Illinois  rates  for  the  same  distance,  sixty  miles,  are: 

31.02  cents  for  first  class, 
25.38  cents  for  second  class, 
21.62  cents  for  third  class, 
15.04  cents  for  fourth  class, 

12.03  cents  for  fifth  class, 

10.58  cents  for  sixth  class. 

Exhibit  No.  66  shows  that  the  rates  from  Vincennes  to  Spencer,  Ind.,  which 
are  both  Indiana  points,  and  are  sixty-four  miles  apart,  are: 

15.50  cents  for  first  class, 

14  cents  for  second  class, 
13  cents  for  third  class, 
10  cents  for  fourth  class, 
7.50  cents  for  fifth  class. 

The  C.  F.  A.  scale  for  the  same  distance  is  just  exactly  the  same. 
The  Illinois  commissioners1  maximum  for  first  class  is  31.96  cents,   as  com- 
pared with  15.50  cents. 

26.32  cents  for  second  class, 
22.56  cents  for  third  class, 

15.51  cents  for  fourth   class, 
12.40  cents  for  fifth  class. 

That  makes  the  rate  for  shipment  in  Indiana  for  sixty  miles  between  two 
points  in  Indiana  about  50  per  cent  less  than  the  same  shipment  is  carried  for 
in  Illinois  between  two  points  entirely  in  Illinois. 

Petitioners'  exhibit  64  shows  that  the  Indiana  rate  from  South  Bend  to  An- 
derson, Ind.,  is  26.50  cents:  the  C.  F.  A.  scale  is  26  cents;  the  Illinois  commis- 
sioners' maximum,  is  42.77  cents.  That  is  for  126  miles. 

From  Richmond  to  Anderson,  which  is  entirely  in  Indiana,  forty-eight 
miles,  the  Indiana  rate  is  11.50  cents;  the  C.  F.  A.  scale,  12  cents;  Illinois' 
commissioners'  scale  23.50 — about  50  per  cent  difierence. 

Indianapolis  to  Goshen,  both  in  Indiana,  146  miles.  The  Indiana  rate  is 
28.05  cents;  the  C.  F.  A.  scale  the  same;  the  commissioners'  rate,  44.65  cents. 

And  from  Goshen  to  Anderson,  both  points  in  Indiana,  the  Indiana  rate  is 
24  cents;  the  C.  F.  A.  scale  is  24  cents;  the  Illinois  rate  is  38.54  cents. 

Daleville,  Ind.,  to  Indianapolis  Ind.,  forty-five  miles.  The  first  class  rate: 
Illinois,  28.20;  the  Indiana  rate  is  10  cents;  the  C.  F.  A.  scale  is  10},2  cents. 


160 

Indianapolis  to  Anderson,  thirty-five  miles:  The  Indiana  rate  is  18  cents; 
the  C.  F.  A.  scale  the  same;  the  Illinois  rate,  24.44.  The  difference  is  25  per 
cent. 

Salem,  Ind.,  to  Indianapolis,  195  miles. 

Now,  we  have  had  some  small  mileage  there.  We  have  run  right  up  the 
schedule.  195  miles  first  class:  The  Illinois  rate  is  48.59  cents;  the  Indiana 
rate  is  33  cents. 

Mr.  Brown — You  mean  the  Illinois  schedule? 

Mr.  Streyckmans — The  Illinois  schedule. 

Exhibit  No.  63  shows  that  a  shipment  of  collars,  which  is  harness,  from 
East  St.  Louis  to  Spring-field,  weighed  125  pounds.  The  rate  is  37.6  for  nine- 
ty-five miles.  The  Indiana  rate  would  be  23  cents,  making  a  difference  of  14 
cents,  or  twice  as  much  in  Illinois  as  it  is  in  Indiana.  The  same  shipment 
from  Chicago  to  Springfield,  the  rate  is  47  cents,  and  that  is  the  rate  actually 
charged  by  the  railroad  company.  The  Indiana  rate  for  the  same  distance  is 
32  cents,  making  a  difference  of  15  cents,  which  is  equivalent  to  about  33  per 
cent. 

The  expense  bill  on  a  shipment  of  goods  from  East  St.  Louis  to  Springfield, 
on  a  box  of  saddlery,  the  rate  charged  is  30  .^J  cents.  The  Indiana  rate  is  22 
cents,  making  a  difference  of  eight  cents  and  a  half. 

Expense  bill  showing  a  shipment  from  Peoria  to  Springfield  of  six  boxes  of 
cheese,  the  rate  is  22 >2  cents.  The  Indiana  rate  for  the  same  distance  would 
be  13  cents,  practically  50  per  cent  difference.  From  Springfield  to  Spaulding, 
Illinois,  (this  is  all  Illinois),  double  first  class,  30  cents.  The  Indiana  rate 
would  be  15  cents  for  the  same  distance,  making  a  difference  of  double, 
practically  100  per  cent  on  furniture. 

A  shipment  from  Springfield  to  Woodside,  a  shipment  of  book-cases,  furni- 
ture. The  rate  charged  was  22.56  cents.  The  Indiana  rate  would  be  16.92, 
practically  33  per  cent.  Another  shipment  from  Spaulding  to  Springfield, 
Illinois,  the  rate  charged  is  54.04.  The  Indiana  rate  is  7.05.  Another  instance 
where  the  rate  is  double  on  furniture. 

By  petitioners'  exhibit  25,  which  by  the  way,  has  been  lost,  and  is  not  to 
be  found  in  the  records,  is  simply  a  schedule,  or  tariff,  from  which  a  good 
many  of  these  comparisons  were  afterwards  made.  We  find  that  the  distance 
from  Richmond  to  Knightsville,  Indiana — now  this  is  Indiana  entirely  again — 
a  comparison  between  points  entirely  in  Indiana  and  those  entirely  in  Illinois. 

Richmond  to  Knightsville,  Indiana,  123  miles: 

31  cents  on  first  class, 

263-2  cents  on  second  class, 

21 V^  cents  on  third  class, 

14  cents  on  fourth  class, 

11  cents  on  fifth  class, 
9  cents  on  sixth  class. 

The  Illinois  Commissioners'  schedule  for  the  same  distance  would  be: 

42.77  cents  on  first  class, 

33.37  cents  on  second  class, 

26.32  cents  on  third  class, 

20.68  cents  on  fourth  class, 

16.50  cents  on  fifth  class. 

Showing  a  difference  of  about  33  per  cent. 

Richmond  to  Terre  Haute,  Indiana  is  142  miles.  The  same  rate  is  made 
to  Terre  Haute  as  is  made  to  Knightsville,  and  the  commissioners'  maximum 
in  the  latter  case  is  increased  to: 

44.18  cents  on  first  class, 

34.74  cents  for  second  class, 

27.16  cents  for  third  class, 

21.80  cents  for  fourth  class, 

17.44  cents  for  fifth  class. 

That  makes  about  a  difference  of  over  33  per  cent  between  the  Illinois 
Commissioners'  schedule  and  the  rate  charged  in  Indiana. 

Mr.  Hamlin— Those  comparisons  that  you  are  making  there,  when  you  pick 
up  those  exhibits,  are  they  taken  from  the  actual  freight  bills? 

Mr.  Streyckmans — Yes,  those  are  expense  bills,  except  the  last  one  which  I 
cited,  was  a  tariff. 


161 

Mr.  Hamlin— They  are  made  out  by  the  railroad  companies? 

Mr.  Streyckmans— They  are  made  out  by  the  railroad  companies,  yes,  sir. 

Exhibit  2  is  the  schedule  of  reasonable  maximum  rates  of  charges  in 
Iowa.  Comparisons  are  made  between  that  schedule  and  the  Illinois  schedule 
in  the  petitions,  both  the  original  petition  and  the  intervening  petitions. 
There  was  something  said  during  the  first  hearing  in  regard  to  the— manu- 
facturers in  Illinois  and  in  Iowa,  and  in  that  regard  respondents'  exhibit 
102  and  101  was  introduced. 

Mr.  Hamlin — What  was  the  position  taken  with  reference  to  that,  Mr. 
Streyckmans? 

Mr.  Streyckmans— It  was  contended  by  the  railroad  companies  that  the 
manufactures  in  Iowa  had  decreased  during  the  last  ten  years.  For  that 
purpose  they  introduced  the  census  bulletin  of  manufactures  in  Illinois, 
which  shows  that  the  manufacturing  establishments  in  1890  in  Illinois  were 
20,482,  and  in  1900  they  were  38,360,  an  increase  by  percentage  of  87.3  of 
manufactures  in  Illinois  for  the  ten  years  from  1890  to  1900. 

Now  we  have  a  census  bulletin  of  manufactures  i;n  Iowa  for  the  same 
period  which  shows  that  the  u umber  of  manufacturing  establishments  in 
Iowa  in  1890  was  7,440:  in  1900  they  were  14,819,  making  an  increase  of  92.2 
per  cent  as  against  87.3  per  cent  or  practically  doubled  in  Iowa.  That  is  the 
effect  of  the  schedule— showing  the  effect  of  the  Iowa  schedule  on  the  manu- 
factures of  Iowa. 

Exhibit  A-18.  Comparisons  are  made  on  the  basis  of  the  tariff,  which  is 
made  a  part  of  the  exhibit.  These  are  rates  entirely  in  the  State  of  Michigan, 
from  Sturgis.  Michigan,  to  Rockford,  Michigan,  99  miles.  The  rate  as  indi- 
cated by  these  tariffs  that  the  railroads  themselves  have  issued  is: 

25  cents  first  class, 

22  cents  for  second  class, 

19  cents  for  third  class, 

1 '.' '  _,  cents  for  fourth  class, 
9  cents  for  fifth  class, 
7  cents  for  sixth  class. 

The  C.  F.  A.  scale  for  the  same  distance  is  the  same  except  as  to  first  class, 
where  it  is  one  cent  lower,  and  as  to  sixth  class,  where  it  is  one  cent  higher. 
The  Illinois  distance  tariff  for  99  miles  is: 
38.8  cents  for  first  class, 
31  cents  for  second  class, 
'.'4.9  cents  for  third  class, 
18.8  cents  for  fourth  class, 

15  cents  for  fifth  class, 
12.4  cents  for  sixth  class. 

Showing  a  difference  of  about  50  per  cent. 

Sturgis,  Michigan,  to  Reed  City,  Michigan,  153  miles.     The  rate  as  indicated 
by  the  tariff  made  a  part  of  the  exhibit  is: 
.'52  cents  for  first  class, 

27  cents  for  second  class, 

20  cents  for  third  class, 

16  cents  for  fourth  class, 
11V  cents  for  fifth  class, 
9  cents  for  sixth  class. 

The  C.  F.  A.  scale  for  the  same  distance  is: 
30  cents  for  first  class, 

26  cents  for  second  class, 

21  cents  for  third  class, 

1 3  '  .2  cents  for  fourth  class, 

11  cents  for  fifth  class, 

9  cents  for  sixth  class, 

The  Illinois  distance  tariff  is: 

45.6  cents  for  first  class, 

36.1  cents  for  second  class, 

28  cents  for  third  class, 

—11  R  W 


162 

22.7  cents  for  fourth  class, 
18.2  cents  for  fifth  class, 

14.5  cents  for  sixth  class. 

Making  the  first  class  rate  according-  to  the  tariff  32  cents  per  hundred,  and 
according-  to  the  Illinois  distance  tariff,  45  cents  per  hundred,  a  difference  of 
about  33  per  cent. 

The  same  applies  to  Manton,  Michigan,  195  miles,  and  the  percentage  would 
run  about  the  same. 

Exhibit  A-19  shows  a  comparison  of  rates  on  the  first  six  classes  entirely 
between  points  in  Michigan  as  compared  with  the  C.  F.  A.  scale,  and  with  the 
Illinois  Commissioners'  schedule  in  Illinois. 

Port  Huron  to  Shaftsberg,  Michigan,  100  miles  is: 

24  cents  for  first  claas, 

21  cents  for  second  class, 

17  cents  for  third  class, 

1 1  cents  for  fourth  class, 

S1:,  cents  for  fifth  class,  and 

7}. 2  cents  for  sixth  class. 

This  is  as  indicated  by  the  tariff  of  the  Grand  Trunk  railway  system  that  is 
made  a  part  of  the  exhibit. 

The  C.  F.  A.  scale  is  practically  the  same.  There  is  a  cent  difference  in  one 
or  two  items. 

The  Illinois  distance  tariff  for  100  miles  is: 

38  ^  cents  for  first  class, 

31  cents  for  second  class. 

24.9  cents  for  third  class. 

18.8  cents  for  fourth  class, 
15  cents  for  fifth  class, 

12.4  cents  for  sixth  class. 

If  we  take  153  miles,  which  is  the  distance  from  Port  Huron,  Michigan  to 
Penfield,  Michigan,  we  find  that  the  rate  is  even  lower  than  the  C.  F.  A. 
scale.  The  rate  indicated  by  the  tariff  is: 

28  cents  on  first  class, 

24  cents  on  second  class, 

20  cents  on  third  class, 
13.50  cents  on  fourth  class, 
10.50  cents  on  fifth  class, 

8  cents  on  sixth  class. 

The  C.  F.  A.  scale  for  the  same  distance  is: 
30  cents  on  first  class, 
26  cents  on  second  class, 

21  cents  on  third  class, 
13};,  cents  on  fourth  class, 
11  cents  for  fifth  class, 

9  cents  for  sixth  class. 

Making  a  voluntary  rate  of  the  roads  in  Michigan,  as  indicated  by  its  tariff 
of  even  less  than  the  C.  F.  A.  scale,  the  C.  F.  A.  scale  having  been  said  to 
have  been  a  minimum  scale,  and  not  a  reasonable  scale. 

The  Illinois  distance  tariff  for  153  miles  is: 

45.6  cents  for  first  class, 

36.1  cents  for  second  class, 
28  cents  for  third  class, 

22.7  cents  for  fourth  class. 

18.2  cents  for  fifth  class, 

14.5  cents  for  sixth  class. 

For  200  miles  we  have    the    same    conditions.       Port    Huron    -to    Marcellus, 
Michigan,  200  miles,  the  rate  made  by  the  railroad  company  in  its  own  tariff: 
30  cents  on  first  class, 
26  cents  on  second  class, 
20  cents  on  third  class, 
13).,  cents  on  fourth  class. 
11  cents  on  fifth  class, 
9  cents  on  sixth  class. 


163 

The  C.  F.  A.  scale  for  200  miles  is: 

33  cents  on  first  class, 

28  \-2  cents  on  second  class, 

22  cents  on  third  class, 

15  cents  on  fourth  class, 

12  cents  on  fifth  class, 

9'._,  cents  on  sixth  class. 

The  Illinois  distance  tariff  for  200  miles  is: 

48.9  cents  on  first  class, 

39.5  cents  on  second  class, 

30.5  cents  on  third  class. 

24.4  cents  on  fourth  class. 

19.5  cents  on  fifth  class, 
15.9  cents  on  sixth  class. 

Exhibit  No.  A- 12  was  a  tariff  of  the  Pittsburg,  Cincinnati,  Chicago  »fc  St. 
Louis  and  Indianapolis  «fc  Vincennes  railway,  applying  between  stations  on 
the  P.  C.  C.  «fc  St.  L.  and  the  Indianapolis  &  Vincennes  railway.  A  compari- 
son of  that  tariff  and  the  C.  B\  A.  scale,  shows  that  the  adoption  of  the  Cen- 
tral Freight  Association  scale  in  its  entirety  is  indicated  by  the  .rates  charged 
in  that  tariff,  and  the  letter  from  the  General  Freight  Agent,  states  that 
those  rates  "Are  in  effect  on  all  of  our  stations  on  our  line  for  points  in  Ohio 
and  Indiana,  which  is  entirely  the  C.  F.  A.  scale." 

Kxhibit  A-ll  shows  rates  entirely  between  Michigan  points. 

Chicago  to  Niles.  Michigan,  is  92  miles.  The  rate  first  class  is  22  cents; 
the  Illinois  distance  tariff  for  the  same  distance  is  37.6  cents;  C.  F.  A.  scale, 
23  cents. 

.  Chicago  to  Kalamazoo.  140  miles,  the  rate  first  class  is  30  cents;  Illinois 
distance  tariff.  44  cents.  That  is  fourteen  cents  difference.  Chicago  to  Hat- 
tie  Creek,  163  miles,  first  class,  3 11-..,  cents:  Illinois  distance  tariff,  36.4  cents; 
C.  F.  A.  scale.  31  cents. 

Chicago  to  Jackson,  208  miles.  The  rate  indicated  by  the  tariff  is  33  cents 
first  class:  Illinois  distance  tariff.  49  cents.  That  is  50  per  cent  difference. 
The  C.  F.  A.  scale  is  34  cents. 

Chicago  to  Ann  Arbor,  246  miles.  The  rate  made  by  the  railroad  company 
in  its  tariff,  is  37  cents;  C.  F.  A.  scale  37  cents;  Illinois  distance  tariff,  52.*2 
cents. 

Now,  if  the  commission  will  note  in  all  of  these  comparisons  in  rates  in 
Michigan.  Indiana  and  Ohio,  the  rates  hover  very  closely  to  the  C.  F.  A. 
scale,  in  some  instances  lower  than  the  C.  F.  A.  scale  as  I  indicated  a  few 
moments  ago,  and  in  a  majority  of  instances  they  simply  follow  them  or  are 
a  fraction  of  a  cent  higher.  As  regards  the  last  exhibit,  I  will  state  that  the 
same  percentages  run  as  to  the  lower  classes.  I  have  simply  read  the  first 
class  rates. 

As  an  exhibit  to  the  original  petition,  there  is  filed  a  comparative  schedule 
of  freight  rates  in  force  in  Illinois.  Michigan,  Ohio  and  Indiana. 

And  now  on  the  subject  of  comparing  the  Illinois  schedule  with  the  rates 
charged  in  other  states,  not  inter-state,  but  simply  between  points  in  other 
states. 

This  exhibit  "TV  will  be  found  on  page  18  of  the  original  printed  petition. 
The  Indiana  scale  that  is  used  in  making  the  comparison  is  a  scale  that  is 
made  up  by  taking  into  consideration  the  C.  F.  A.  scale  for  those  distances, 
and  is  not  a  scale  established  by  the  railroad  commissioners,  as  there  are  no 
railroad  commissioners  in  Indiana. 

I  will  just  read  some  of  the  distances  because  it  is  a  very  lengthy  scale  run- 
ning up  to  425  miles. 

For  five  miles  the  scale  is  13.16  for  Illinois;  the  Indiana  scale  is  7.50:  Iowa, 
14  cents. 

For  25  miles  the  Illinois  scale  is  20.68;  Indiana,  750  cents,  it  being  a 
blanket — 7.50  being  a  blanket  rate  in  Indiana  from  five  to  thirty  miles. 

For  30  miles  it  is  22.56  cents  in  Illinois:  7.50  in  Indiana;  17.6  cents  in  Iowa. 

For  50  miles:     Illinois,  29.14  cents:  Indiana,  12  cents:  Iowa.  20  cents. 

For  75  miles:     Illinois,  33.84  cents;  Indiana,  18  cents;  Iowa,  22  cents. 


164 

For  100  miles  it  is:  Illinois,  38.54  cents;  Indiana,  24  cents;  Iowa,  24  cents. 
We  get  there  the  scale  in  Iowa  exactly  the  same  as  the  C.  F.  A.  scale. 

For  130  miles  it  is:     Illinois,  32.44  cents;  Indiana,  26  cents;  Iowa,  28.8  cents. 

For  150  miles:     Illinois,  45.12  cents:  Indiana,  28.5  cents;  Iowa,  32  cents. 

For  180  miles:     Illinois,  47.56  cents;  Indiana,  31.50  cents;  Iowa,  36.50  cents. 

For  220  miles:     Illinois,  50.19  cents;  Indiana.  35  cents;  Iowa,  43.2  cents. 

For  300  miles:     Illinois,  55.46  cents;  Indiana,  40  cents;  Iowa,  56  cents. 

On  page  28  of  the  original  printed  pleadings — that  is  not  numbered,  but 
I  believe  it  is  the  second  one,  it  is  marked  l'A"  here  for  convenience,  there 
is  an  exhibit  "A"  to  one  of  the  original  petitions,  which  makes  a  comparison 
of  the  rates  charged  in  Indiana  with  the  Illinois  commissioners'  maximum 
rates  for  various  distances.  I  will,  just  in  order  to  make  a  comparison,  quote 
a  few  of  them  to  the  court: 

For  25  miles  the  Indiana  rate  is — or  185  miles,  the  Indiana  rate  is  25  cents: 
the  Illinois  rate  is  48.32,  making-  a  difference  of  23.32  cents  in  Illinois,  pretty 
near  100  per  cent. 

For  165  miles  the  Indiana  rate  is,  31.5  cents:  Illinois,  46.81,  leaving-  a  differ- 
ence of  15.31  in  favor  of  Indiana,  or  making-  the  rate  15.31  cents  higher  in 
Illinois,  which  is  about  50  per  cent  of  the  Indiana  rate  higher. 

Commissioner  French — Where  do  you  get  those  rates  from? 

Mr.  Streyckmans — That  is  the  C.  F.  A.  scale  which  we  show. 

For  207  miles,  the  rate  in  Indiana  is  37  cents;  in  Illinois,  49  cents,  leaving  a 
difference  of  12  cents. 

For  262  miles  the  rate  in  Indiana  is  37  cents:  in  Illinois,  53  cents,  leaving  a 
difference  of  16  cents  in  round  figures. 

Now  while  we  are  on  rates  in  other  states,  we  take  Ohio.  I  have  not 
touched  on  Ohio.  I  have  shown  the  difference  between  the  rates  in  Indiana 
and  the  commissioners'  schedule  of  Illinois,  Michigan  and  Illinois,  Iowa  and 
Illinois,  now  we  take  Ohio. 

To  Black  Lick,  Ohio,  from  Columbus — these  arc  all  proven  by  those  tariffs 
— that  is  the  reason  those  tariffs  were  introduced  three  years  ago.  To  Black 
Lick,  Ohio,  from  Columbus,  Ohio,  the  distance  is  ten  miles.  The  rates  are: 

7.50  cents  on  first  class, 

7.50  cents  on  second  class, 

7  cents  for  third  class, 

6  cents  for  fourth  class, 

4.50  cents  for  fifth  class, 

3  cents  for  sixth  class. 

The  Illinois  distance  tariff  for  the  same  distance,  ten  miles,  is: 

15.04  cents  for  first  class, 

13.16  cents  for  second  class, 

11.28  cents  for  third  class, 

8.46  cents  for  fourth  class, 

6.76  cents  for  fifth  class, 

5.64  cents  for  sixth  class. 

In  that  instance  the  court  will  see  it  shows  a  difference  of  about  100  per 
cent  on  the  ten  mile  haul  in  Ohio. 

For  33  miles,  which  is  the  distance  from  Newark,  Ohio,  to  Columbus,  Ohio, 
the  first  class  rate  is  8}^  cents;  the  commissioners'  schedule  of  Illinois  is 
24.44  cents:  the  second  class  is  8}^  cents  in  Ohio  and  26.60  cents  in  Illinois: 
the  third  class  is  8  cents  in  Ohio  and  16.92  cents  in  Illinois.  They  run 
through  to  the  sixth  class,  making  a  difference  in  the  first  class  of  three 
times  as  much  in  Illinois  as  it  is  in  Ohio. 

From  Columbus,  Ohio,  to  Lafayette  is  75  miles.  The  Ohio  rate  is  18  cents, 
as  compared  with  the  Illinois  distance  tariff  for  the  same  distance  is  33.84 
cents;  second  class,  Ohio  16  cents,  Illinois  distance  tariff.  28.20  cents;  third 
class,  Ohio,  15  cents,  Illinois  distance  tariff,  23.50;  fourth  class,  Ohio,  10.05 
cents,  Illinois,  16.45  cents;  fifth  class.  Ohio,  8  cents,  Illinois,  13.16  cents. 

When  I  say  Illinois,  I  have  reference  to  the  rate  as  fixed  by  the  schedule 
made  by  the  commissioners. 

It  is  150  miles  from  Columbus,  Ohio,  to  Steubenville  in  the  same  state. 
The  rate  on  first  class  is  28.50  cents;  Illinois  commissioners"  schedule,  45.12 


165 

cents;  second  class,  25  cents  in  Ohio  and  35  cents  in  Illinois;  third  class,  20 
cents  in  Ohio,  and  27  cents  in  Illinois;  fourth  class,  13  cents  in  Ohio,  and  22 
cents  in  Illinois;  fifth  class,  10  cents  in  Ohio  and  18  cents  in  Illinois. 

Now,  we  have  in  Iowa  the  rates  charged  according  to  these  tariffs  by 
various  railroads  that  are  running-  in  the  State  of  Illinois,  as  compared  with 
the  Illinois  rate. 

From  Davenport,  Iowa>  to  Wolcott,  Iowa,  is  twelve  miles.  The  mte  first 
class,  15  cents;  second  class,  13.6  cents:  third  class,  7.8  cents;  fourth  class, 
5.46  cents. 

Rock  Island,  Illinois,  to  Colona,  Illinois,  the  same  road,  a  distance  of  11 
miles,  the  rates  are: 

First  class,  16.92  cents, 

Second  class,  15.04  cents. 

Third  class,  13. 16  cents, 

Fourth  class,  9.4  cents. 

Fifth  class,  9.52  cents. 

That  is  on  the  same  line  of  railroad  running-  in  two  states  and  that  is  the 
difference  between  the  rates  in  either  state. 

For  50  miles  on  the  Rock  Island  Railroad  from  Davenport,  Iowa,  to  Iowa 
City,  the  first  class  rate  is  20.4  cents:  in  Illinois,  58  miles  from  Rock  Island  to 
Tiskilwa,  the  first  class  rate  is  31  cents,  making-  a  difference  of  over  50  per 
cent  higher  in  Illinois  than  Iowa. 

On  the  Rock  Island  Railroad,  from  Davenport,  Iowa,  to  Malcomb,  Iowa,  a 
distance  of  111  miles,  the  rates  are: 

26.4  cents  for  first  class, 

21.87  cents  for  second  class, 

17.50  cents  for  third   class. 

12.99  cents  for  fourth  class, 

9.27  cents  for  fifth  class. 

On  the  same  railroad  from  Rock  Island,  Illinois,  to  Seneca,  Illinois,  108 
miles,  the  rates  are: 

40.42  cents  for  first  class, 

31.96  cents  for  second  class. 

25.47  cents  for  third  class, 

19.55  cents  for  fourth   class, 

15.64  cents  for  fifth  class. 

The  same  comparison  applies  up  to  181  miles,  but  I  will  not  worry  the 
court  with  reading  it. 

Now,  wre  come  to  the  question  of  inequalities  and  discriminations  right 
here  in  the  State  of  Illinois.  Among  some  of  these  exhibits  will  be  found, 
upon  comparison,  that  some  of  these— some  of  these  exhibits  will  show  upon 
comparison,  that  they  are  lower— some  roads  are  carrying  for  less  than  the 
commissioners'  schedule.  Now,  that  is  without  regard  to  the  commodity 
tariffs,  but  simply  as  a  general  tariff  rate,  that  it  is  lower  than  the  Illinois 
commissioners"  tariff.  In  other  instances  they  discriminate  by  charging  a 
less  rate  for  a  longer  distance  to  the  same  town. 

Commissioners'  exhibit  No.  36  is  a  lot  of  expense  bills  on  various  shipments, 
and  they  show  that  the  distance  from  Bloomington  to  Panola  is  21  miles. 
These  expense  bills  show  that  the  rate  charged,  the  actual  rate  charged  by 
the  railroad  companies,  Illinois  Central  Railroad  Company,  is: 

20.68  cents  for  first  class, 

18.80  cents  for  second  class. 

15.40  cents  for  third  class. 

11.28  cents  for  fourth  class, 

9  02  cents  for  fifth  class. 

Now  we  have  expense  bills  from  Peoria  to  Panola,  which  is  a  distance  of 
109  miles  as  compared  to  the  twenty-one  mile  distance,  and  they  show: 

26.32  cents  for  first  class, 

21.62  cents  on  second  class, 

17.86  cents  on  third  class. 

13.16  cents  on  fourth  class. 


166 

Whereas  the  commissioners'  schedule  would  be: 
40.41  cents  on  first  class, 
31.96  cents  on  second  class, 
35.47  cents  on  third  class, 

19.55  cents  on  fourth  class, 
15.64  cents  on  fifth  class. 

The  Chairman — Where  is  that  from? 

Mr.  Streyckmans — Panola  to  Peoria. 

The  Chairman — The  direct  route  over  there  is  about  forty  miles,  not  quite 
forty  miles.  That  is  the  rate  they  are  charging-  there,  the  same  as  the  short- 
est line. 

Mr.  Streyckmans- But  they  are  transporting  it  109  miles  via  Lincoln  and 
Clinton  to  Panola,  and  it  is  a  distance — it  is  a  109  mile  haul. 

Bloomington  to  Cropsey  is  thirty  miles.  The  expense  bills  composing 
exlr.bit  45  show  that  the  rate  charged  is: 

22.56  cents  on  first  class, 

19.74  cents  on  second  class, 
15.98  cents  on  third  class, 
11.98  cents  on  fourth  class, 
9.58  cents  on  fifth  class. 

This  is  the  same  as  the  commissioners'  maximum 

From  Peoria  to  Cropsey,  a  distance  of  119  miles,  a  charge  is  made  of: 

35  cents  on  first  class, 

30  cents  on  second  class, 

24  cents  on  third  class, 

17  cents  on  fourth  class,  and 

14  cents  fifth  class. 

Whereas  the  commissioners'  maximum  is: 

42.30  cents  for  fi.rst  class, 

32.90  cents  for  second  class, 

26.03  cents  for  third  class, 

20.30  cents  for  fourth  class, 

16.24  cents  for  fifth  class. 

In  other  words  from  Bloomington  to  Cropsey  the  railroad  charges  the  full 
maximum  rate.  From  Peoria  to  Cropsey  they  charge  in  the  first  class  about 
20  per  cent  less. 

From  Chicago  to  Cropsey  they  charge  the  commissioners"  rate.  That  is  115 
miles: 

41.36  cents  on  first  class, 

32.43  cents  on  second  class, 

25.75  cents  on  third  class, 
19.92  cents  on  fourth  class, 
15.94  cents  on  fifth  class. 

The  distance  from  Indianapolis  to  Cropsey  I  haven't  got,  but  it  is  consider- 
ably more  than  from  Chicago,  whereas 

The  Pennsylvania  Railroad  make  a  joint  rate  of: 

31.50  cents  on  first  class, 

27  cents  on  second  class, 

21.50  cents  on  third  class, 

14  cents  on  fourth  class, 

11.50  cents  on  fifth  class. 

We  also  have  shown  by  the  testimony  of  Mr.  Keepers,  for  instance,  that 
the  rate  from  Chicago  to  East  St.  Louis  is  exactly  the  same  as  the  rate  from 
Chicago  to  Springfield.  In  fact  he  states  that  from  145  miles  up,  a  blanket 
rate  extends,  running  up  to  295  miles,  which  is  the  distance  to  Effingham, 
making  the  same  rate  to  Effingham  as  you  do  to  Springfield,  or  to  Pana,  or  to 
Alton,  or  East  St.  Louis.  The  same  would  apply  to  the  Chicago  &  Alton  on 
their  shipments  from  Chicago  to  East  St.  Louis,  and  from  Chicago  to 
Springfield. 

From  Chicago  to  Vandalia  is  247  miles.  The  railroads  charge  47  cents  on 
first  class  and  23  cents  on  fourth  class.  The  commissioners'  schedule  for  the 
same  distance,  247  miles,  is  52.32  cents  as  against  47  cents  first  class,  and  on 
fourth  class  26. 32  cents  as  against  23  cents,  charged  by  the  railroad  companies. 


167 

From  Blooming-ton  to  Vandalia  is  106  miles.  The  railroad  companies 
charge  the  full  maximum  rate,  the  distinction  being  that  from  Chicago  to 
Vandalia  the  maximum  rate  is  not  charged. 

Exhibit  No.  21  is  a  tariff  which  shows  that  the  Vandalia  line  in  carrying 
freight  from  Peoria,  111.,  to  Armington  followed  the  commissioners'  schedule, 
then  they  make  a  blanket  rate  of  twenty- five  cents  on  first  class  to  Arcola, 
and  at  Arcola  the  rate  is: 

29  cents  on  first  class, 

24  cents  on  second  class, 

16  cents  on  third  class, 

12  cents  on  fourth  class, 

10  cents  on  fifth  class, 

The  commissioners'  schedule  is: 

46.81  cents  on  first  class, 

37.22  cents  on  second  class. 

28.55  cents  on  third  class, 

23.81  cents  on  fourth  class, 

18.64  cents  on  fifth  class. 

This  shows  that  the  commissioners'  schedule  is  followed  by  the  railroads 
to  Armington  and  up  to  Arcola;  after  they  get  to  Arcola,  clear  down  to  Far- 
rington.  going  through  Filson,  Hindsboro,  Oakland  and  Paris — 

Mr.  Hamlin — All  of  these  are  in  Illinois? 

Mr.  Streyckmans — Absolutely,  yes  sir,  all  in  Illinois. 

They  charge  38  per  cent  less  on  first  class,  35  per  cent  less  on  second  class, 
45  per  cent  less  on  third  class,  48  per  cent  less  on  fourth  class  and  46  per 
cent  less  on  sixth  class.  I  have  got  the  peicentages  worked  out  on  the  same 
line  of  road  in  the  same  direction.  That  is  indicated  by  petitioners'  exhibit  21. 

Mr.  llamlin — What  road  is  that? 

Mr.  Streyckmans — That  is  the  Vandalia. 

Petitioners'  exhibit  22  is  a  freight  tariff  between  Peoria  and  Pekin  and  sta- 
tions in  Illinois,  Indiana  and  Wisconsin  of  the  Illinois  Central  Railroad  Com- 
pany. It  shows  practically  the  same  condition  as  the  other,  in  this:  That 
from  Peoria  to  Delavan  the  commissioners'  schedule  is  adhered  to,  from  Dela- 
van  down  to  Mattoon  a  blanket  rate  of  twenty-five  cents  is  made  on  first 
class. 

Mr.  Hamlin — What  do  you  mean  Toy  that? 

Mr.  Streyckmans — Every  point  between  Delavan  and  Mattoon  is  charged 
twenty-five  cents  on  first  class  freight  regardless  of  the  distance  it  is  from 
Peoria. 

Then  when  we  get  to  Mattoon  another  blanket  rate  is  made  clear  down  to 
Greenup,  and  from  Greenup  to  Grayville.  Now  when  we  get  to  Mount 
Pulaski  the  blanket  rate  is  twenty-five  cents  on  first  class,  whereas  the  com- 
missioners' scale  is  28.21  cents.  This  is  not  a  commodity  tariff,  this  is  a  reg- 
ular tariff. 

At  Warrensburg,  111.,  the  rate  is  twenty-five  cents  and  the  commissioners' 
schedule  is  37  cents. 

At  Decatur  the  blanket  rate  is  25  cents  and  the  commissioners'  schedule 
would  be  28.20  cents. 

At  Sullivan  the  blanket  rate  is  25  cents  and  the  commissioners'  schedule  is 
38  cents.  The  second  class  blanket  rate  is  22  cents  and  the  commissioners' 
schedule  is  31  cents.  The  third  class  rate  is  22  to  25  cents  and  13  to  19  cents 
as  compared  with  the  schedule 

At  Greenup  the  rate  charged  in  this  tariff  on  first-class  is  30  cents,  as 
against  34  cents  on  the  commissioners'  schedule — 26  cents  first-class  as  against 
34  cents  commissioners'  schedule,  22  centg  third-class  as  against  27  cents  by 
the  commissioners'  schedule,  14  cents  fourth-class  as  against  23  cents  commis- 
sioners" schedule. 

When  we  get  to  Olney  the  first-class  rate  shown  by  this  tariff  is  35  cents 
and  47  cents  by  the  commissioners'  schedule,  30  cents  second-class  and  35  to 
37  cents  by  the  commissioners'  schedule,  25  cents  third-class  and  29  cents  by 
the  commissioners'  schedule.  15  cents  fourth-class  and  23  cents  by  the  com- 
missioners' schedule. 


168 

Mr.  Brown  — Let  me  understand  what  is  that  last  sentence  you  read. 

Mr.  Streyckmans — I  was  not  reading.  I  am  making  deductions  from  that. 
At  Olney,  111.,  the  rate  charged  by  the  Illinois  Central  as  indicated  by  this 
exhibit  21  is  35  cents,  whereas  the  commissioners'  schedule  is  47  cents  first- 
class;  second-class,  30  cents,  whereas  the  commissioners'  schedule  is  37;  the 
third-class,  25  cents,  whereas  the  commissioners'  schedule  is  29. 

Mr.  Brown— I  am  much  obliged.     I  didn't  want  to  interrupt  you. 

Mr.  Streyckmans — Exhibit  41  is  expense  bills.  They  show  from  Peoria  to 
Fithian,  115  miles,  the  rate  on  flour  is  9  cents;  from  Bloomington  to  Fithian, 
68  miles,  the  rate  on  flour  is  9.08,  a  difference  of  .08  cents  in  rate,  and  the 
difference  of  between  68  and  113  miles  in  distance. 

Exhibit  35  shows  a  discrimination  as  against  Decatur  in  this:  We  have  an 
expense  bill  here  showing  coffee  shipped  from  Decatur  to  Arcola,  and  the 
rate  is  12  cents,  and  have  another  expense  bill  showing  coffee  shipped  from 
Peoria  to  Arcola,  and  the  rate  is  10  cents,  and  through  Decatur. 

Chicago  to  Carlinville  is  224  miles.  Exhibit  46  shows  that  on  third-class, 
the  expense  bill  shows  a  charge  of  29  cents,  whereas  the  commissioners' 
schedule  is  31.96. 

When  you  ship  from  Springfield  to  Carlinville.  you  pay  the  full  commis- 
sioners' schedule.  When  you  ship  from  Bloomington  to  Carlinville,  you  pay 
the  full  commissioners'  schedule. 

From  Danville  to  Ogden,  111.,  17  miles,  exhibit  44,  which  consists  of  some 
expense  bills,  shows  that  the  first-class  rate  is  15  cents  as  against  18.8  cents 
the  commissioners'  maximum;  third-class,  11  cents,  as  against  14  cents; 
fourth-class,  9  cents,  as  against  10.34  cents. 

Bloomington  to  Ogden,  63  miles,  the  commissioners"  maximum  is  31.96  cents, 
and  the  rate  charged  is  23.50  cents:  second-class,  26.32,  commissioners'  sched- 
ule, and  the  rate  charged  is  21  cents.  In  other  words,  showing  that  a  less 
rate  is  made  by  the  railroad  company  out  of  Bloomington  and  Danville  than 
is  charged  by  the  commissioners'  schedule. 

Exhibit  43  consists  of  expense  bills  showing  that  from  Danville  to  Tuscola, 
which  is  50  miles,  the  first-class  rate  as  indicated  by  the  expense  bills  is  24 
cents  as  against  the  commissioners'1  schedule  maximum  of  24.19;  second-class, 
20  cents,  as  against  the  commissioners'  schedule  of  23  cents;  third-class,  15 
cents,  as  against  19  cents;  fourth-class,  10  cents,  as  against  14  cents.  But 
when  you  come  to  ship  from  Decatur  to  Tuscola  you  pay  the  full  maximum 
rate,  but  if  you  ship  from  Danville  to  Tuscola  you  get  all  the  way  from  18  to 
20  per  cent  less  than  the  commissioners'  schedule. 

From  Chicago  to  Tuscola  is  150  miles.  The  first-class  rate  is  40  cents  as 
against  45  cents  by  the  commissioners"  schedule;  second-class,  23  cents,  as 
against  35  cents;  third-class,  17  cents,  as  against  27  cents;  fourth-class,  15 
cents,  as  against  22  cents. 

Exhibit  42  consists  of  expense  bills  and  shows  that  from  Danville  to  Wood- 
land, 42  miles,  the  full  commissioners'  maximum  is  charged.  From  Bloom- 
ington to  Woodland,  91  miles,  the  commissioners'  schedule  is  40  cents,  and 
the  rate  charged  is  37.60;  commissioners'  schedule  32  cents  on  second-class, 
and  the  rate  charged  is  30  cents.  Third-class,  commissioners'  schedule  25 
cents,  rate  charged  24  cents;  fourth-class,  19.25  cents  as  against  18.33  cents. 

Indianapolis  to  the  same  point  is  about  between  150  and  200  miles  and  the 
rate  is: 

31.50  cents  on  first-class. 

27  cents  on  second-class, 

21.50  cents  on  third-class, 

14  cents  on  fourth-class,  and 

11.50  cents*  on  fifth -class. 

That  is  an  interstate  comparison,  but  it  shows  that  it  costs  more  to  ship  the 
goods  in  Illinois  91  miles,  a  good  deal,  than  it  does  to  ship  200  miles  outside 
of  the  State. 

Exhibit  50  consists  of  expense  bills,  showing  that  the  rate  from  Chicago  to 
Vandalia,  247  miles,  is  47  cents.  The  commissioners'  schedule  is  52  cents. 

Mr.  Hamlin— What  railroad  is  that? 

Mr.  Streyckmans— That  is  the  Illinois  Central. 


169 

The  commissioners'  schedule  is  42  cents  on  second-class,  and  the  rate 
charged  is  38  cents.  On  fourth-class  the  rate  charged  is  23  cents,  and  the 
commissioners'  schedule  26  cents. 

Now,  if  you  ship  from  Blooming-ton  to  Vandalia,  you  have  to  pay  the  full 
schedule. 

Mr.  Brown — By  the  same  road? 

Mr.  Streyckmans— Yes;  they  run — 

Mr.  Brown — No;  does  the  same  road  make  those  same  expenses? 

Mr.  Hamlin — Yes,  that  is  the  Illinois  Central. 

Mr.  Streyckmans — Yes,  there  it  is.  There  is  Blooming-ton  to  Vandalia, 
there  is  Peoria  to  Vandalia,  and  Chicago  to  Vandalia. 

Mr.  Brown— They  are  not  by  the  same  road. 

Mr.  Streyckmans — The  same  road  exactly,  the  Illinois  Central. 

Exhibit  No.  49  consists  of  expense  bills,  Chicago  to  Cissna  Park,  114  miles. 
The  rate  charged  on  first-class  is  30  cents,  as  against  41  cents  by  the  commis- 
sioners' schedule;  second-cla&s,  25  cents,  as  against  32  cents;  third-class.  20 
cents,  as  against  25  cents;  fourth-class,  13  cents,  as  against  19  cents;  and  fifth- 
,class,  12  cents,  as  against  15  cents.  I  give  that  in  round  numbers  without 
the  percentages,  or  decimals. 

From  Bloomington  to  Cissna  Park,  the  same  road  of  course  that  would  be, 
or  two  roads,  they  charge  the  full  commissioners'  rate. 

Mr.  Hamlin — Two  roads  you  say,  from  Bloomington? 

Mr.  Streyckmans— Well,  the  C.  &  E.  I.  does  not  run  to  Bloomington. 

Petitioners'  exhibit  48  consists  of  expense  bills  of  the  Wabash,  showing  the 
full  maximum  schedule  charged  from  Decatur  to  Bement,  and  Danville  to 
Bement,  and  Chicago  to  Bement.  The  second-class  rate  is  36  cents,  charged 
by  the  railroad,  as  against  39  cents,  the  commissioners'  schedule  on  second- 
class.  The  railroad  charges  20  cents  on  fourth-class,  as  against  24.45  cents, 
commissioners'  schedule. 

Exhibit  52  consists  of  expense  bills  of  the  T.  H.  &  I.  and  Illinois  Central, 
and  shows  that  the  distance  from  Peoria  to  Kenney  is  58  miles.  The  rate 
charged  is  12  cents,  as  against  15.04  cents,  commissioners'  schedule.  On 
fourth-class,  9  cents  is  charged  by  the  railroad  company  as  against  12.03  cents 
commissioners'  schedule.  Chicago  to  Kenney,  the  commissioners1  maximum 
is  charged.  Springfield  to  Kenney,  the  maximum  is  charged. 

This  is  exhibit  53.  Peoria  to  Girard  is  123  miles.  This  exhibit  shows  by 
means  of  expense  bills  over  the  Chicago  &  Alton  and  Jacksonville  &  St.  Louis 
Railway  Company  that  the  rate  charged  for  first  class  is  33.50  cents  as  against 
the  commissioners'  schedule  of  42  cents;  second  class,  27  cents  as  against  33 
cents;  fourth  class,  16  cents  as  against  20  cents;  fifth  class,  13  cents  as  against 
16  cents.  Bloomington  to  Girard  they  pay  the  full  commissioners'  schedule. 
From  Chicago  to  Girard — 

Mr.  Hamlin — What  would  that  be  over,  from  Bloomington  to  Girard? 

Mr.  Streyckmans — Chicago  &  Alton. 

Mr.  Hamlin— Straight? 

Mr.  Streyckmans— Yes. 

Mr.  Brown — From  Bloomington  to  Girard  on  the  C.  &  A.  You  can  go  better 
to  Girard  on  the  C.  &  A.,  but  you  can  elect  to  go  by  the. P.  C.  C.  &  St.  L. 

Mr.  Streyckmans — In  this  case? 

Mr.  Brown — Yes.  you  said  so  awhile  ago. 

Mr.  Streyckmans — No;  one  is  the  Jacksonville  &  St.  Louis,  and  that  is  the 
shipment  to  Girard,  and  from  Bloomington  to  Girard  is  by  the  C.  &  A.  Rail- 
road direct  on  the  expense  bills. 

Mr.  Brown- -Certainly,  but  you  use  two  roads  in  one  case  and  two  in  the 
other. 

Mr.  Streyckmans — No,  I  use  one  road,  the  C.  &  A..  I  will  explain  that. 
The  rate  from  Bloomington  to  Girard,  the  full  commissioners'  maximum  is 
charged  by  the  Chicago  and  Alton  Railroad  Company,  from  Bloomington, 
Illinois,  to  Girard,  Illinois,  on  their  line. 

Mr.  Brown— Yes. 

Mr.  Streyckmans— On  the  Jacksonville  &  St.  Louis,  from  Peoria  to  Girard — 

Mr.  Brown — You  are  taking  two  roads  now,  the  Alton  and  the  Jacksonville 
&  St.  Louis. 


170 

Mr.  Streyckmans — And  comparing-  the  rates,  both  rates,  showing-  that  one 
charges  the  commissioners'  schedule,  and  the  other  does  not. 

Mr.  Brown— Exactly. 

Mr.  Streyckmans— Do  you  understand  that,  General? 

Mr.  Hamlin — I  do.  The  C.  &  A.  runs  through  and  uses  the  Jacksonville 
&  St.  Louis  on  the  same  shipment,  joint  shipment,  and  they  charg-e  a  lower 
rate  on  the  joint  than  they  do  on  the  straight  run. 

Mr.  Streyckmans — On  the  straight  line  from  Blooming-ton  to  Girard. 

Mr.  Brown — Therefore,  the  rate  should  be  reduced. 

Mr.  Hamlin — Yes. 

Mr.  Streyckmans — Exhibit  55  consists  of  expense  bills  and  shows  that  the 
distance  from  Peoria  to  Piper  City,  70  miles,  the  fourth  class  rate  charged 
in  the  expense  bill  is  14  cents,  and  the  commissioners'  schedule  is  15.98.  From 
Chicago  to  Piper  City  is  93  miles;  and  the  expense  bills  show  a  charge  of 
practically  the  full  commissioners'  schedule;  whereas  from  Peoria  to  Piper 
City  they  do  not  use  the  schedule,  they  use  less  than  the  schedule. 

Exhibit  57  is  an  expense  bill  on  the  Chicago,  Rock  Island  &  Pacific  Rail- 
road, on  a  shipment  from  Chicago  to  Joliet,  41  miles,  which  shows  that  that 
road  on  second  class  matter  makes  a  rate  of  19  cents  as  against  the  commis- 
sioners' schedule  of  22.56;  on  fourth  class  of  10  cents  as  against  13.63. 

Exhibit  72  consists  of  expense  bills  over  the  Chicago  &  Eastern  Illinois, 
which  show  among  other  things  that  the  rate  on  nails  from  Decatur  to  Broad- 
lands,  62  miles,  is  20  cents;  from  Crawfords,  Indiana,  to  Broadlands,  73  miles, 
the  rate  is  11  cents;  from  Chicago  to  Broadlands,  155  miles,  the  rate  is  15.7 
cents;  from  Danville,  Illinois,  to  Broadlands,  32  miles,  the  rate  is  10  cents, 
and  the  fact  of  it  is  that  coming  from  Broadlands  they  go  through  Danville, 
and  still  they  charge  10  cents  from  Danville  to  Broadlands,  in  Illinois,  while 
they  only  charge  \  1  cents  from  Crawfordsville  through  Danville  to  Broad- 
lands,  charging  a  cent  for  the  extra  haul  from  Danville  to  Crawfordsville. 

Exhibit  A-2  contains  in  it  an  interstate  rate,  but  for  the  comparison  in  this 
branch  of  the  argument  here,  it  can  be  used  and  only  reference  made  to  that 
part  of  it  which  applies  to  Illinois  business.  The  first  is  a  shipment  from 
New  York  to  Mount  Vernon,  Illinois.  The  distance  from  New  York  to  Mount 
Vernon,  I  haven't  got,  the  rate  is  as  follows: 

87  cents  for  first  class, 

75  cents  for  second  class, 

58  cents  for  third  class, 

41  cents  for  fourth  class, 

35  cents  for  fifth  class, 

29  cents  for  sixth  class. 

The  proportion  accruing  to  the  road  carrying  from  Chicago  to  Mount 
Vernon,  is: 

19.5  cents  for  first  class, 

16.6  cents  for  second  class, 
12.8  cents  for  third  class, 

9.1  cents  for  fourth  class, 

7.7  cents  for  fifth  class, 

6.4  cents  for  sixth  class. 

The  local  or  Illinois  distance  tariff  from  Chicago — no,  the  local  rate  charged 
by  the  railroad  company,  the  Chicago  &  Eastern  Illinois,  is: 
50  cents  for  first  class, 
40  cents  for  second  class. 

30  cents  for  third  class, 
25  cents  for  fourth  class, 
20  cents  for  fifth  class. 

The  Illinois  commissioners'  schedule  is: 

55.46  cents  for  first  class, 

45.12  cents  for  second  class, 

35.25  cents  for  third  class, 

28.20  cents  for  fourth  class, 

22  56  cents  for  fifth  class. 

And  the  C.  F.  A.  scale  is: 

40  cents  for  first  class, 

34  cents  for  second  class, 


171 

25  cents  for  third  class. 

17  cents  for  fourth  class. 

14.50  cents  for  fifth  class, 

11.50  cents  for  sixth  class. 

The  same  comparisons  are  made  on  shipments  from  Buffalo  to  Mount 
Vernon,  Detroit,  Indianapolis  and  Cincinnati  to  Mount  Vernon,  and  also  from 
New  York  to  Peoria,  Buffalo,  Detroit,  Indianapolis,  Cincinnati  to  Peoria: 
New  York  to  Blooming-ton;  Buffalo,  Detroit.  Indianapolis  and  Cincinnati  to 
Blooming-ton,  and  so  forth,  with  the  same  results. 

This  shows  that  for  296  miles  the  proportion  that  the  road  earns  from 
Chicago  to  Mount  Vernon  is  19.2.  The  rate  that  the  C.  &  E.  I.  charg-es  on 
local  shipments  is  50  cents,  The  commissioners'  schedule  is  55.46,  and  the 
C.  F.  A.  scale  is  40  cents,  every  one  of  them  lower  than  the  commissioners' 
schedule . 

Exhibit  A-23  shows  the  percentage  of  the  Illinois  distance  tariff  for  276  miles 
as  hig-her  than  the  rates  of  the  C.  *fe  E  I.  for  that  distance,  Chicago  to  Mount 
Vernon.  The  Illinois  distance  tariff  for  276  miles  is:  First  class,  51.1;  C.  & 
E.  I.  tariff  rates,  50  cents;  Detroit  rates,  45  cents;  Cincinnati  rates,  40  cents. 
That  is,  from  Detroit  it  goes  474  miles,  and  from  Cincinnati.  301  miles. 

Now  we  have  the  C.  F.  A.  scale  in  operation  in  the  State  of  Illinois,  which 
is  shown  by  the  exhibit  No.  A-20,  which  is  a  joint  freight  tariff  of  the  B.  & 
O.  S.  W.,  and  from  it  we  gather  the  following  figures; 

From  East  St.  Louis  to  Huey,  Illinois,  which  is  fifty  miles,  the  first  class 
rate  is  12  cents.  C.  F.  A.  scale  is  12  cents:  the  Illinois  distance  tariff,  29.1 
cents;  second  class,  the  rate  as  indicated  by  their  own  tariff  of  the  B.  &  O.  S. 
W.,  is  11.50  cents,  the  C.  F.  A.  scale  is  11.50  cents,  the  Illinois  schedule  is  23.50 
cents;  third  class,  the  tariff  rate  is  10.50  cents,  C.  F.  A.  scale  10.50,  Illinois 
commissioners'  schedule,  19.7  cents. 

East  St.  Louis  to  Flora,  Illinois,  is  93  miles.  The  tariff  rate  as  made  by  the 
railroad  company  itself  is  23  cents  first  class;  C.  F.  A.  scale,  23  cents;  Illinois 
distance  tariff,  39.6  cents;  second  class,  the  tariff  rate  is  22  cents,  the  C.  F.  A. 
scale  is  22  cents  and  the  Illinois  distance  tariff  is  30.2. 

We  even  go  up  as  high  as  138  miles  and  we  see  we  have  got  the  same  C.  F. 
A.  scale  right  in  operation  in  Illinois  today  for  from  East  St.  Louis  to  Law- 
renceville,  as  indicated  in  this  tariff,  the  distance  being  138  miles,  the  rate 
made  by  the  B.  &  O.  Southwestern  is  37.50  first  class:  C.  F.  A.  scale  for  the 
same  distance,  27.2  cents;  Illinois  commissioners'  schedule,  44.2  cents;  second 
class,  as  shown  by  this  tariff,  24  cents;  C.  F.  A.  scale,  24  cents:  commissioners' 
schedule,  34.8  cents.  And  it  goes  through  the  other  classes  in  the  same  man- 
ner. 

Exhibit  A-6  shows  that  the  C.  F.  A.  scale  is  practically  in  operation  on  the 
Vandalia  Railroad  as  indicated  by  its  joint  freight  tariff  No.  1,851  in  con- 
nection with  the  C.  &  E.  I.  on  general  merchandise.  We  find  by  a  bill  of  sale 
of  this — 

Mr.  Hamlin — Wait  a  moment.  Do  you  speak  there  of  the  rate  to  Flora  made 
by  the  railroad  company,  the  B.  &  O.  S.  W.  as  a  joint  tariff  rate,  that  is  the 
schedule  is  denominated  a  joint  tariff,  but  the  rate  is  a  rate  from  East  St. 
Louis  to  Flora  on  the  same  line? 

Mr.  Streyckmans—  Yes,  the  B.  &  O.  goes  from  East  St.  Louis  to  Flora,  and 
that  is  on  their  line. 

Mr.  Hamliii — I  didn't  know  but  the  commission  might  be  misled  by  the  joint 
tariff  proposition. 

Mr.  Streyckmans — Well,  it  is  entirely  in  Illinois. 

Mr.  Hamlin — Yes,  but  it  is  not  over  two  roads. 

Mr.  Streyckmans — No.  This  tariff  shows  that  on  the  Vandalia  Railroad, 
the  distance  from  East  St.  Louis  to  Greenville,  being  fifty-one  miles,  the  rate 
made  in  this  tariff  is  22  cents  on  first  class,  as  against  the  Illinois  distance 
tariff  of  30  cents;  on  second  class,  the  rate  made  is  20  cents,  C.  F.  A.  scale, 
12.50  cents  and  the  Illinois  distance  tariff  is  24.4  cents. 

At  101  miles.  East  St.  Louis  to  Effingham,  the  rate  made  in  this  tariff  is  27.50 
cents,  as  against  24.50  cents.  C.  F.  A.  scale,  and  39  cents,  Illinois  distance 
tariff;  second  class.  25  cents  as  indicated  by  this  tariff.  C.  F.  A.  scale,  22  cents 
Illinois  distance  tariff,  31.50  cents. 


172 

For  134  miles  from  East  St.  Louis  to  Casey,  the  tariff  makes  it  29  cents  on 
first  class,  the  C.  F.  A.  scale,  27.50,  the  Illinois  distance  tariff,  43.7. 

East  St.  Louis  to  Dennison,  158. miles.  Now  we  get  on  an  equality  with  the 
C.  F.  A.  scale  clear  through.  The  rate  made  here  by  this  tariff  is,  30  cents 
first  class,  C.  F.  A.  scale,  30  cents:  Illinois  distance  tariff,  46  cents. 

Mr.  Hamlin — Is  Dennison  in  Illinois  or  Indiana? 

Mr.  Streyckmans — In  Illinois.  These  are  I  think,  all  points  in  Illinois. 
This  tariff  covers  nothing  but  points  in  Illinois. 

The  second  class  tariff  rate  is  26  cents,  the  C.  F.  A.  scale  is  26  cents,  the 
Illinois  commissioners1  schedule.  36.2  cents. 

The  third  class  tariff  rate  is  22  cents,  C.  F.  A.  scale,  21  cents,  commissioners' 
schedule,  28.3  cents. 

Commissioner  French — How  many  miles  is  that? 

Mr.  Streyckmans — That  is  up  to  158  miles. 

Commissioner  French — Have  you  got  300  miles  there?     What  .is  that? 

Mr.  Streyckmans — I  haven't  got  300  miles,  but  that  shows  it  in  operation 
from  fifty-one  miles  to  158  miles,  jumping  up  to  100  and  158. 

Exhibit  A-5  is  a  local  freight  tariff,  applying  between  East  St.  Louis,  Illinois 
and  Illinois  stations  on  the  Clover  Leaf. 

This  tariff  shows  that  from  East  St.  Louis  to  Alhambra,  a  distance  of  32 
miles,  a  rate  of  20  cents  is  made  on  first  class,  and  the  C.  F.  A.  scale  is  8.50 
cents,  and  the  Illinois  distance  tariff,  24.4. 

The  second  class  rate  is  18  cents,  C.  F.  A.  scale,  8.50  cents,  Illinois  distance 
tariff,  20  cents;  third  class,  15  cents,  C.  F.  A.  scale,  8  cents,  Illinois  distance 
tariff,  16.9  cents. 

From  East  St.  Louis  to  Ramsey,  72  miles,  this  tariff  makes  the  first  class 
rate  20  cents;  the  C.  F.  A.  scale.  18  cents;  the  Illinois  commissioners' schedule 
is  33.8  cents. 

Second  class.  18  cents;  C.  F.  A.  scale,  16  cents;  Illinois  distance  tariff,  28.2 
cents. 

Third  class.  The  rate  made  is  15  cents:  C.  F.  A.  scale,  15  cents:  Illinois 
commissioners'  schedule,  23.2  cents. 

For  132  miles  from  East  St.  Louis  to  Charleston,  the  tariff  rate  is  27. 50  cents. 
the  C.  F.  A.  scale,  27.50;  Illinois  distance  schedule.  43.7  cents. 

Second  class,  the  tariff  rate  is  24  cents:  the  C.  F.  A.  scale.  24  cents;  the 
commissioners'  schedule,  34.3  cents. 

Third  class,  the  tariff  rate  is  20  cents:  C.  F.  A.  scale,  20  cents;  Illinois 
distance  tariff.  26.9  cents. 

This  runs  up  to  173  miles.  From  East  St.  Louis  to  Ridgefarm,  the  tariff 
rate  is  31.50  cents;  the  C.  F.  A.  scale,  31.50  cents. 

Second  class,  27  cents  and  27  cents.  They  are  the  same  up  to  the  sixth  class, 
follow  the  C.  F.  A.  scale.  The  commissioners'  schedule  is  47.50  cents,  as 
against  31.50  cents. 

In  every  one  of  these  instances,  where  I  have  made  these  comparisons 
between  the  tariff  rate  and  the  C.  F.  A.  scale  and  the  Illinois  commissioners' 
schedule,  it  will  be  noticed  that  the  tariff  rate  is  considerably  less  than  the 
schedule. 

Exhibit  A-4  is  a  tariff  of  the  Big  Four  Railroad  Company,  showing  class 
rates  from  East  St.  Louis,  Alton,  and  East  Alton,  Illinois,  to  stations  in 
Illinois. 

Now  I  can  make  a  comparison,  Mr.  French,  up  to  207  miles  on  this.  From 
East  St.  Louis  to  Danville,  207  miles,  the  rate  shown  in  this  tariff  is  33  cents, 
the  C.  F.  A.  scale  is  34  cents,  and  the  Illinois  distance  tariff  is  49.50  cents. 

Second  class,  from  East  St.  Louis  to  Danville.  30  cents:  C.  F.  A.  scale,  29.50 
cents;  commissioners'  schedule,  40  cents. 

Third  class.  23  cents;  C.  F.  A.  scale,  22. 50  cents;  Illinois  distance  tariff,  31  cents. 

On  the  smaller  mileage  we  take  twenty-five  miles  from  East  St.  Louis  to 
Bethalto.  The  first  class  shown  on  this  tariff  is  18.6;  second  class,  16.6  cents: 
third  class,  13.8  cents;  fourth  class,  9.2  cents:  fifth  class.  7.2  cents,  as  against 
the  commissioners'  schedule  of  20.7  cents  first  class;  18.8  cents  second  class; 
15  cents,  third  class;  11.3  cents,  fourth  class,  and  9  cents,  fifth  class. 

Now  in  addition  to  that  we  have  the  commissioners'  commodity  rates.  I 
will  not  delay  you  long  on  those.  It  is  absolutely  impossible,  if  the  court 
please,  to  go  through  this  immense  mass  of  commodity  tariffs  introduced  here 


173 

and  make  any  comparisons  with  it.  We  have  here  some  of  them  oft'ered  by 
Mr.  Keeper,  some  of  them  offered  by  the  Chicago.  Milwaukee  »fc  St.  Paul, 
some  of  them  offered  by  the  C.  *fc  E.  I.  In  fact  they  just  about  run  the  same. 
I  figured  some  of  them  in  order  that  the  commission  may  see  how  much  less 
they  are  in  some  instances  than  the  commissioners'  schedule  of  rates. 

We  take  petitioners'  exhibit  15  The  rate  from  Chicago  to  Lexington,  111., 
in  group  2,  is  31  cents.  Under  the  commissioners'  schedule,  it  would  be  42.1 
cents,  or  a  difference  of  27  per  cent. 

On  group  4.  it  is  16  cents  as  against  20.68  cents  commissioners'  schedule, 
making  it  22  per  cent.  less.  From  Chicago  to  Shirley,  the  rate  is  32  cents,  the 
commissioners'  schedule  is  45  cents,  making  a  difference  of  29  per  cent. 

On  group  4,  the  rate  in  this  tariff  is  16.  as  against  the  commissioners'  schedule 
of  22.68,  making  a  difference  of  29  per  cent.     When  we  get  to  the  group  includ-  - 
ing  Carlinville,  Auburn,  Springfield  Junction,  and  so  forth,  that  is  223   miles, 
the  rate  is  34  cents,  as  against  52.19  cents,  commissioners'  schedule,  making  a 
reduction  of  32  per  cent. 

On  group  4,  the  rate  given  here  is  17  cents  as  against  the  commissioners' 
schedule  of  21.19.  making  a  difference  of  32  per  cent.,  and  they  seem  to  run 
in  percentages  on  either  group.  Group  1  is  32  per  cent  less  than  the  commis- 
sioners' schedule,  on  223  miles,  and  so  is  group  3,  and  we  find  the  same  at  156 
miles,  but  the  percentage  is  29  instead  of  32  at  156  miles. 

Exhibit  16  is  also  a  Chicago  &  Alton  tariff.  Take  first  class  and  fourth 
class.  The  distance  from  Chicago,  the  percentage  as  indicated  on  this  tariff 
is  14  per  cent  Chicago  to  Virden:  11  per  cent  on  group  3,  from  Peoria  to 
Dwight,  the  rate  named  here  is  29.61  cents,  and  the  commissioners'  schedule 
is  34.78,  making  15  per  cent. 

This  tariff  runs  all  the  way  from  11  to  15  per  cent  less  than  the  commis- 
sioners' schedule. 

Chicago  *fe  Alton  Railroad  Company,  exhibit  No.  14,  being  special  commodity 
tariff,  the  rate  from  East  St.  Louis  to  Sherman,  Murphysville,  Eckhart,  Bald- 
win, Lincoln  Center,  is  31  cents;  commissioners'  schedule  42  cents,  percentage 
27  per  cent.  When  we  get  to  Funk's  Grove,  Shirley,  McLean,  the  per  cent  is 
'.'9.  and  when  we  get  down  to  Paducah  Junction  and  Pontiac,  the  percentage 
is  32.  less  than  the  commissioners'  schedule. 

Now  we  take  the  C.  &  E.  I  tariff,  which  is  exhibit  No.  88.  We  find  that 
the  C.  &  E.  I.  carries  the  freight  at  less  than  the  commissioners'  schedule; 
beginning  with  50  miles,  first  class,  they  carry  first  class  at  25  cents,  as 
against  29.14  cents  commissioners'  schedule:  second  class,  22  cents,  as  against 
23.50;  third  class.  19.50  cents,  as  against  19.74  cents;  fourth  class,  12.50 
cents  as  against  14.10  cents  commissioners'  schedule. 

It  is  77  miles  to  Watseka.  Their  rate  is  30  cents  as  against  34.78  commis- 
sioners' schedule;  25  cents  as  against  29  cents;  20  cents  as  against  23  cents; 
13  cents  as  against  16  cents. 

For  100  miles,  30  cents  as  against  38  cents;  25  cents  as  against  31  cents;  20 
cents  as  against  24  cents;  13  cents  as  against  18  cents,  12  cents  as  against  15 
cents,  and  it  goes  through  clear  up  to  200  miles. 

The  T.  I*.  «fc  W.  special  freight  tariff  shows  that  they  carry  for  125  miles, 
first  class,  42.77  cents  commissioners'  rate,  and  they  carry  for  37  cents. 

Second  class,  commissioners'  rate  33  cents,  and  they  carry  for  28  cents. 

Third  class,  26  32  cents,  and  they  carry  for  24  cents,  making  on  125  miles  a 
percentage  of  decrease  of  13  V  per  cent  on  first  class,  16  per  cent  on  second, 
8.8  per  cent  on  third,  8  per  cent  on  fourth,  3.3  per  cent  on  fifth. 

On  111  miles  they  carry  for  25  per  cent  less  on  first  class  than  the  commis- 
sioners schedule:  19  per  cent  on  second;  141..,  per  cent  on  third:  29  ^  per  cent 
on  fourth  and  31  per  cent  less  on  fifth. 

Exhibit  No.  77  shows  the  special  jobbers'  rates  that  were  given  from  Bloom- 
ington,  Illinois.  I  will  only  take  one  as  an  example. 

To  Peoria  these  commodity  rates  are  29  per  cent  less  than  the  schedule  on 
first  class;  24  per  cent  on  second  class:  25  per  cent  on  third  class:  27  per  cent 
on  fourth  class;  26  per  cent  on  fifth  class  and  31  per  cent  on  sixth  class.  That 
is  on  the  Illinois  Central. 

Now  we  take  the  Big  Four  exhibit  No.  78,   from   Bloomington   to  Danville. 

The  percentage  on  first  class  is  32:  second,  23:  third.  22:  fourth,  28:  fifth,  33 
per  cent  less  than  the  commissioners'  schedule. 


174 

Then  we  have  Mr.  Cook's  exhibit  of  the  C.  &  E.  I.,  which  shows  that  they 
are  carrying-  commodities — even  though  now  we  have  shown  that  the  C.  &  E.  I. 
carried  their  freight  less  than  the  commissioners'  schedule  by  reference  to 
exhibit  No.  88,  notwithstanding-  that,  Mr.  Cook  testified  that  they  had  com- 
modity rates  here  which  are  from  21  to  31  per  cent  less  than  the  commis- 
sioners' schedule,  as  indicated  on  Mr.  Cook's  exhibit  A. 

Now,  the  other  commodity  rates  will  run  that  way  excepting-  on  lumber 
and  so  forth,  where  they  will  run  a  good  deal  less  than  the  percentages  I 
have  enumerated  to  the  commission  on  heavy  stuff. 

Now,  if  the  court  please,  I  want  to  say  something  about  Mr.  Peabody's 
testimony,  and  then  I  will  close 

Mr.  Peabody  introduced  here  a  statement  showing  the  result  in  Illinois  on 
the  basis  of  the  apportionment  of  interest  and  dividend  charges.  It  must  be 
remembered  by  the  commissioners  that  Mr.  Peabody  is  a  statistician.  He 
has  taken  the  total  of  the  miles  operated  by  the  Santa  Fe  Railroad  Company, 
which  is  5.031  miles. 

Mr.  Peabody  has  made  a  statement  on  what  he  calls  the  train  mileage  basis. 
In  other  words  he  has  taken  as  reported  by  the  Santa  Fe  Railroad  Company 
to  this  commission,  their  capital  stock,  which  coveis  8.000  miles  of  road.  Mr. 
Peabody  has  taken  5,000  miles  of  that  as  the  operating  end  of  it  and  he  has 
figured  that  under  the  train  mileage  basis,  that  we  do  11  per  cent  of  the 
business  in  Illinois  that  is  done  on  the  entire  5,000  miles  of  Santa  Ft'1 
Railroad. 

But  wrhen  he  comes  to  figure  the  dividends  that  we  are  to  pay  in  Illinois, 
he  finds  eleven  per  cent  of  the  entire  capitalization  of  the  Santa  Fe  System, 
which  includes  8.000  miles  because  Illinois  did  eleven  per  cent  of  the  business 
done  on  5,000  miles  of  the  line.  In  other  words,  he  makes  us  pay  dividends 
on  $23,000.000  worth  of  capital  stock  in  Illinois,  whereas  on  the  track  mile- 
age basis  the  dividends  are  on  about  $8,000.0o(). 

Now,  if  we  take  his  own  figuring,  use  the  train  mileage  basis  to  ascertain 
the  earnings  and  operating  expenses,  we  will  come  to  the  following  res'ult: 

The  gross  earnings  under  the  train  mileage  basis  were  $4,720,154:  the 
operating  expenses,  $2,834,369,  leaving  an  income  from  operation  of  $1.885,785. 
Now,  Mr.  Peabody  in  his  figures  makes  us  pay  the  interest  and  the  dividends 
on  the  capital  stock  of  3,000  miles  of  railroad,  or  our  share  of  it,  and  he  fails 
to  give  us  anything  from  the  income  from  that  property,  he  leaves  that  out 
entirely.  Now,  if  we  add  income  from  property  on  the  track  mileage  basis — 
my  figures  so  far  agree  with  Mr.  Peabody's-  we  have  $331.584.  We  are  en- 
titled to  that  income  from  property.  The  total  income  $436.037,  leaving  us 
$1.781, 296  in  Illinois,  instead  of  $605,000  deficit  as  indicated  by  Mr-  Peabody. 

Now,  instead  of  making  two  and  thirty-one  hundredths  per  cent,  that 
would  make  about  20  per  cent  on  the  capital  stock  apportioned  to  Illinois 
on  the  track  mileage  basis.  But  if  we  do  not  use  that  figure,  if  we  just 
take  the  figure  and  apportion  to  Illinois  the  $331.000  of  income  which  we  are 
entitled  to,  we  find  the  net  income  after  deducting  the  fixed  charges  is, 
$861,808,  which  would  make,  taking  the  track  mileage  basis  and  apportioning 
the  capital  stock  of  the  Santa  Fe  Railroad  Company  to  Illinois,  which  would 
make  about  10.57  per  cent  on  the  entire  capital  stock  in  Illinois  instead  of 
2.31  per  cent  as  figured  out  by  Mr.  Peabody. 

Now,  Mr.  Peabody  makes  the  Pennsylvania  company  lose  $1.367,460  ac- 
cording to  his  figures.  He  said  that  they  were  worked  out  on  the  train  mile- 
age basis.  If  we  worked  it  out  on  the  train  mileage  basis,  we  find  2.46  per 
cent  of  the  train  mileage  in  Illinois  gives  us  gross  earnings  of  $853.053,  oper- 
ating expenses  $118,069,  making  income  from  property  $734,984— that  is  in- 
come from  operation.  I  mean.  Income  from  property,  $174.841,  which  leaves 
a  total  income  of  $909,825. 

Now,  the  fixed  charges  apportioned  on  the  train  mileage  basis  would  be 
$344,004,  leaving  a  net  income  for  the  Pennsj'lvania  Company  of  $565.821  in 
Illinois  instead  of  a  deficit  of  $1,367,460  as  indicated  in  the  statement  of  Mr. 
Peabody. 

Now,  one  might  go  through  the  same  process  with  the  rest  of  them,  but 
that  is  what  the  table  amounts  to.  He  said  that  was  worked  out  on  the  train 
mileage  basis,  and  the  fact  of  it  is  those  were  copied,  some  of  the  figures  were 


175 

copied  from  the  report  of  the  Railroad  and  Warehouse  Commission,  some  of 
them  were  worked  out  on  the  train  mileage  basis.  If  it  was  worked  out  on 
the  train  mileage  basis,  the  Pennsylvania  would  have  an  income  of  $565,831 
instead  of  a  deficit. 

Now,  Mr.  Peabody  made  a  reference  to  the  density  of  traffic  in  various 
states.  As  far  as  that  is  concerned,  with  the  evidence  that  we  have-on  the 
population  per  mile,  it  was  not  necessary  for  us  to  make  subdivisions.  We 
took  the  mileage  of  one  state  and  took  the  population  and  divided  by  that-, 
and  that  is  the  only  accurate  way  of  doing-  that,  and  he  has  offset  the  North- 
ern Peninsula  of  Michigan  by  the  parts  of  New  York  and  Pennsylvania  con- 
taining Pittsburg  and  Buffalo,  and  his  figures  in  that  regard  cannot  be  given 
any  authenticity  at  all  because  they  do  not  show  the  actual  conditions.  That 
will  be  all,  if  the  Court  please. 

Thereupon  Mr.  Hamill  addressed  the  commission  as  follows  in  be 
half  of  the  respondents : 

May  it  please  the  Commission — Counsel  for  the  petitioners  have  not  made 
any  complaint  or  attack  on  the  rates  of  the  road  that  I  represent,  the  Louis- 
ville X-  Nashville,  and  therefore,  there  is  nothing  to  reply  to  his  argument.  I 
presume  there  is  no  complaint  of  the  rates,  or  if  there  had  been,  we  would 
have  heard  of  it,  so  I  will  have  to  proceed  without  replying  to  it.  His  com- 
parisons have  been  in  reference  to  rates  on  other  roads,  and  the  gentlemen 
here  representing  those  roads  will  take  care  of  them. 

While  the  commissioners  are  hearing  this  case  en  masse  as  to  all  of  the 
railroads,  each  road  must  stand  on  its  own  bottom  and  be  judged  on  the 
record  it  has  made  by  itself,  and  not  on  the  record  introduced  by  others. 

HP: FORE  THE  RAILROAD  AND  WAREHOUSE  COMMISSION 
OF  ILLINOIS. 

Quincy  Freight  Bureau.  \ 

All  Intervening  Petitioners,  \ 

Chicago  Shippers  Association, 

Petitioners,     f 

vs^  Application  for    Reduc- 

tion and  Reclassifica- 

Chicago,  Burlington  &  Quincy  Railroad  Company,   j         tion  of  Freight  Rates. 
Chicago,  Milwaukee  &  St.  Paul  Railway  Company, V 
Chicago  tfc  Northwestern  Railway  Company,  i 

Illinois  Central  Railroad  Company,  et  al.,  J 

Defendants. 

BRIEF  AND  ARGUMENT  FOR   LOUISVILLE    &    NASHNILLE    RAILROAD    COMPANY. 

STATEMENT  OF  FACTS. 

The  Louisville  *t  Nashville  Railroad  Company  operates  under  a  lease  for 
forty-nine  years  from  the  27th  of  January,  1881.  unless  sooner  forfeited,  a  line 
of  railway  owned  by  the  Southeast  &  St.  Louis  Railway  Company,  and  ex- 
tending from  the  city  of  East  St.  Louis  in  St.  Clair  County,  Illinois,  in  a 
southeasterly  direction  through  the  counties  of  St.  Clair,  Clinton,  Washing- 
ton, Jefferson,  Hamilton  and  White  to  the  Big  Wabash  river,  thence  across 
that  river  and  through  the  counties  of  Posey  and  Vanderburgh  in  the  state  of 
Indiana  to  the  city  of  Evansville,  Indiana,  one  hundred  and  sixty- one  miles 
with  a  branch  from  McLeansboro  in  the  county  of  Hamilton,  extending  south- 
eastwardly  through  the  counties  of  Hamilton,  Saline  and  Gallatin  to  Shaw- 
neetown  on  the  Ohio  river,  forty-one  miles,  and  another  branch  from  Belle- 
ville in  St.  Clair  county  to  O'Fallon  in  the  same  county,  six  miles.  The  per- 
centage of  the  line  of  road  in  Illinois  is  86.56.  Outside  of  St.  Clair  county 
there  is  not  more  than  one  city  on  the  main  line  of  the  road  having  a  popula- 
tion of  as  many  as  five  thousand  inhabitants,  and  outside  of  the  same  county 
there  are  no  manufacturing  cities  or  towns  on  the  main  line  or  branches  in 
the  State.  East  of  St.  Clair  covmty  the  population  in  the  territory  traversed 
by  the  road  is  very  sparse,  the  travel  light,  the  soil  thin  and  poor,  crops  and 
products  of  the  soil  the  same,  and  the  local  traffic  ever  since  the  road  was 


176 

built,  and  for  generations  to  come  will  be,  very  light.  The  conditions  on  the 
branches  unfavorable  to  traffic  are  even  much  worse  than  on  the  main  line; 
the  population  more  sparse  and  the  country,  with  poor  resources  to  begin 
with,  undeveloped.  Little  is  produced  for  shipment  and  less  shipped  in  for 
consumption.  The  evidence  shows  that  ever  since  it  has  been  operated  by  the 
Louisville  &  Nashville  Railroad  Company,  the  road  except  in  1903  and  1904 
has  failed  to  earn  sufficient  to  pay  operating  expenses,  interest  on  bonded  in- 
debtedness and  taxes. 

No  evidence  was  introduced  showing  or  tending  to  show  that  business 
would  be  greater  in  the  future  than  it  had  been  in  the  past,  and  while  exist- 
ing conditions  continue,  traffic  will  not  improve. 

No  commodity  rates,  or  rates  lower,  or  other,  or  different  than  those  es- 
tablished by  the  commission  were  shown  to  be  in  force  on  the  road  in  Illinois. 
and  no  complaint  of  the  rates  by  any  shipper  or  shippers,  nor  by  any  city, 
town  or  station  were  shown  to  existx  and  no  reason  has  been  given  by  any 
evidence  introduced  to  prove  that  any  change  should  be  made  in  existing 
rates. 

Mt.  Vernon,  Illinois,  was  selected  by  petitioners  as  a  place  for  comparison 
between  the  scale  of  rates  made  by  the  Central  Freight  Association  on  inter- 
state traffic  for  long  distances  and  the  rates  on  lines  running  from  Chicago 
south  through  the  State,  but  none  of  the  rates  thus  compared  were  rates  on 
the  Louisville  &  Nashville  Railroad  as  in  this  State  it  is  an  east  and  west 
line  and  not  a  north  and  south  line,  and  it  was  not  shown  that  the  Central 
Freight  Association  scale  of  rates  were  at  present,  or  even  had  been  in  force 
on  that  road,  or  that  any  rates  lower  than  those  established  by  the  commis- 
sion have  ever  been  in  force. 

The  evidence  shows  the  value  placed  by  the  railroad  companies  on  their 
respective  roads  when  returned  to  the  Auditor  for  taxation:  also  the  valuation 
placed  by  the  Board  of  Equalization  upon  the  property  of  each  company  as 
valued  and  assessed  by  the  board  for  taxation.  Tables  giving  these  respective 
values  were  introduced  in  evidence  and  are  exhibits  to  the  testimony  of  H.  P. 
Cornick.  (See  evidence  taken  June  12  to  15,  1905,  pp.  365-374;  also  see  copies 
of  tables  attached  hereto  marked  exhibits  "A"  and  "B".) 

The  ratio  of  domestic  freight  transported  from  one  station  in  Illinois  to 
another  station  in  Illinois  to  all  freight  business  passing  over  the  road  in 
Illinois  is  shown  by  these  tables  to  be  21 .4  per  cent.  The  cost  of  handling 
domestic  traffic  moved  solely  within  the  State  over  and  above  the  cost  of 
handling  interstate  or  through  traffic  is  proved  to  be  not  less  than  10  per 
cent,  and  in  the  opinion  of  experts  on  that  subject  may  reach  25  or  30  per 
cent  or  more. 

Taking  the  year  1904,  the  most  prosperous  in  the  history  of  the  road,  when 
the  business  handled  was  greater  than  ever  before  on  account  of  the  tempor- 
ary increase  brought  about  by  the  World's  fair  in  St.  Louis,  and  after  deduct- 
ing cost  of  general  expenses,  conducting  transportation,  maintenance  of  way  and 
equipment,  interest  on  bonded  indebtedness  and  taxes  chargeable  to  domestic 
traffic  or  traffic  moved  solely  within  the  State,  and  10  per  cent,  the  additional 
cost  for  handling  domestic  business  as  compared  with  interstate  business, 
the  per  cent  earned  on  the  assessed  value  of  the  road  as  valued  and 
assessed  by  the  State  Board  of  Equalization  for  that  year  on  domestic 
business  moved  within  the  State  was  only  3.16  per  cent.  While  the  returns 
made  by  the  railroads  of  their  property  to  the  State  Auditor  for  taxation  are 
made  under  oath,  the  State  Board  of  Equalization  is  not  bound  by  the  value 
fixed  by  the  railroads  upon  their  property,  and  as  a  matter  of  fact,  pay  no 
attention  to  such  valuations  in  determining  what  is  the  real  and  true  value 
of  the  property.  The  main  object  in  having  the  railroads  make  returns  of 
their  property  under  oath,  is  not  for  the  purpose  of  having  them  fix  a  value 
on  their  property  for  taxation,  but  to  get  them  to  make  a  true  and  complete 
return  of  all  the  property  which  they  own  or  control  so  that  it  may  be  as- 
sessed for  taxation.  Whether  the  railroads  value  their  property  high  or  low, 
the  State  would  not  be  bound  by  any  valuation  which  they  place  upon  it. 
The  owners  of  certain  kinds  of  property,  whether  an  individual  or  corporation, 
are  required  to  return  it  under  oath  for  taxation,  but  can  not  fix  the  value  at 
which  it  shall  be  assessed;  the  State  reserves  that  right  to  itself  through  the 
means  which  it  has  provided  for  that  purpose,  and  for  assessing  railroad 


177 

property  that  is  the  State  Board  of  Equalization,  and  it  can  not  be  contended 
that  to  take  the  valuation  fixed  by  the  State  Board  of  Equalization,  at  which 
it  assessed  this  railroad  for  the  year  of  1904  is  unfair  or  unreasonable.  In 
fact,  to  take  any  other  valuation  would  be  unfair  and  unreasonable,  for  any 
other  valuation  could  only  approximately  approach  the  true  valuation,  while 
that  fixed  by  the  State  Board  of  Equalization,  according-  to  all  standards, 
must  be  taken  to  be  the  only  true  valuation.  Upon  that  valuation  3.16  per 
cent  is  the  most  earned  by  this  road  in  the  most  prosperous  year  of  all  its 
history  on  all  domestic  freight  carried  to  and  from  all  points  within  the 
State.  If  3.16  per  cent  is  all  that  it  earned  under  the  most  prosperous  condi- 
tions within  its  history,  it  is  conclusive  that  under  ordinary  conditions  the 
3.16  per  cent  would  wholly  disappear  and  there  would  be  a  deficit  instead  of 
any  profit. 

Corporations  engaged  in  the  business  of  transportation  have  the  same  right 
to  make  reasonable  profits  on  their  capital  invested  in  business  as  those  en- 
gaged in  any  other  business.  What  other  business  in  •  which  individuals  or 
corporations  invest  their  money  does  not  make  more  than  3.16  per  cent  on  the 
capital  invested? 

If  in  the  most  prosperous  year  the  road  has  ever  had  under  the  rates  estab- 
lished by  the  commission  it  was  not  able  to  earn  more  than  3.16  per  cent  on 
the  capital  invested  on  all  the  domestic  business  moved  within  the  State,  and 
if.  as  it  must  be  admitted,  3  16  per  cent  is  not  a  reasonable  profit  on  the  capi- 
tal invested,  then  the  conclusion  is  absolutely  irresistible  that  any  reduction 
of  rates  whatever,  as  to  this  company,  would  be  absolutely  depriving  it  of 
the  power  to  earn  reasonable  profits  on  the  capital  invested,  and  would,  in 
law.  be  a  taking  of  its  property  for  public  use  without  just  compensation,  in 
violation  of  the  Constitution  of  United  States. 

HKIEF     ANT)    ARGUMENT. 

It  is  a  right  recognized  by  the  governments  of  all  civilized  countries  that 
natural  and  artificial  persons  (corporations)  shall  be  permitted  to  make  and 
receive  reasonable  profits  on  their  capital  invested  in  business,  and  it  is  a 
part  of  the  duty  for  which  governments  are  established  and  maintained  to 
protect  such  rights:  This  right  in  this  country  is  sanctioned  aud  protected  by 
the  Constitution  of  the  United  States  and  of  each  state.  Railroad  corpora- 
tions, like  individuals,  are  entitled  to  be  protected  in  the  enjoyment  of  that 
right,  and  in  the  language  of  the  Supreme  Court  of  the  United  States  in 
Reagan  vs.  the  Farmer's  Loan  and  Trust  Company,  154  U.  S.  362-398:  "It  is 
within  the  scope  of  judical  power  and  a  part  of  judicial  duty  to  restrain  any- 
thing which  in  the  form  of  a  regulation  of  rates  operates  to  deny  to  the 
owners  of  property  invested  in  the  business  of  transportation  that  equal  pro- 
tection which  is  the  constitutional  right  of  all  owners  of  other  property." 

The  uncontradicted  facts  as  shown  by  the  evidence  aiv  that  this  company 
under  the  present  rates  fixed  by  this  commission  in  the  most  prosperous  year 
of  the  company's  history  did  not  earn  fair  and  reasonable  profits  on  its  capital 
invested,  and  any  reduction  of  the  rates  as  to  it  would  bo  not  only  absoluely 
unjust  and  unreasonable,  but  in  law  would  amount  to  a  taking  of  private  prop- 
erty for  public  use  without  just  compensation  or  without  due  process  of  law, 
in  violation  of  Section  One  of  the  Fourteenth  Amendment  to  the  Constitution 
of  the  United  States*  and  in  violation  of  Section  Two  of  Article  Two  of  the 
Constitution  of  Illinois. 

The  power  to  make  and  regulate  rates  does  not  carry  with  it  the  power  to 
destroy  or  confiscate  property,  but  it  does  invariably  carry  with  it  the  im- 
plied condition  that  the  rates  made  must  be  based  on  sucli  foundation  that 
they  will  enable  the  company  for  which  they  are  made  to  earn  reasonable 
profits  on  the  capital  invested,  otherwise  they  are  not  reasonable. 

In  Stone  vs.  Farmer's  Loan  and  Trust  Company,  116  U.  S.  307  331,  a  suit 
brought  to  enjoin  the  Railroad  Commission  of  Mississippi  from  enforcing 
against  the  Mobile  &  Ohio  Railroad  Company  the  provision  of  the  statute  of 
Mississippi  to  provide  for  the  regulation  of  freight  and  passenger  rates  on 
railroads  in  that  state,  Mr.  Chief  Justice  Waite  in  delivering  the  opinion  of 

-12  R  W 


178 

the  Court  said:  "This  power  to  regulate  is  not  is  not  a  power  to  destroy,  and 
limitation  is  not  an  equivalent  of  confiscation.  Under  pretense  of  regulating- 
fares  and  freights,  the  state  cannot  require  a  railroad  corporation  to  carry 
persons  or  property  without  reward;  neither  can  it  do  that  which  in  law 
amounts  to  a  taking  of  private  property  for  public  use  without  just  compen- 
sation, or  without  due  process  of  law." 

In  Chicago.  Milwaukee  &  St.  Paul  Railway  Company  vs.  Minnesota  134  U.  S. 
418-455,  456;  which  was  a  writ  of  error  to  review  a  judgment  of  the  Supreme 
Court  of  the  State  of  Minnesota,  awarding  a  writ  of  mandamus  against  the 
railway  company  to  compel  it  to  comply  with  an  act  passed  by  the  Legislature 
of  Minnesota  to  regulate  the  rates  to  be  charged  by  common  carriers,  Mr. 
Justice  Blatchford  delivering  the  opinion  of  the  Court  quoted  the  same  lan- 
guage used  by  Mr.  Chief  Justice  Waite  in  Stone  vs.  Farmer's  Loan  and  Trust 
Company,  supra.  After  making  that  quotation,  on  page  458  Mr.  Justice  Blatch- 
ford says:  "In  the  present  case  the  return  alleged  that  the  rate  of  charge 
fixed  by  the  commission  was  not  equal  or  reasonable,  and  the  Supreme  Court 
(of  Minnesota)  held  that  the  statute  deprived  the  company  of  the  right  to 
show  that  judicially  The  question  of  reasonableness  of  a  rate  of  charge  for 
transportation  by  a  railroad  company,  involving  as  it  does  the  element  of 
reasonableness  both  as  regards  the  company  and  as  regards  the  public,  is 
eminently  a  question  for  judicial  investigation,  requiring  due  process  of  law  for 
its  determination.  If  the  company  is  deprived  of  the  power  of  charging  reason- 
able rates  for  the  use  of  its  property,  and  sucli  def  rivation  takes  place  in  the 
absence  of  an  investigation  by  judicial  machinery,  it  is  deprived  of  the  lawful 
use  of  its  property,  and  thus,  in  substance  and  effect*,  of  the  property  itself 
without  due  process  of  law  and  in  violation  of  the  Constitution  of  the  United 
States;  and  in  so  far  as  it  is  thus  deprived,  while  other  persons  are  permitted 
to  receive  reasonable  profits  upon  their  invested  capital,  the  company  is  de- 
prived of  the  equal  protection  of  the  laws/' 

Minneapolis  Eastern  Railway  Company  vs.  Minnesota,  134  U    S.  467. 

In  Reagan  vs.  Farmers'  Loan  and  Trust  Compaiiy,  154  U.  S.  362-397,  398.  a 
suit  brought  to  enjoin  the  Railroad  Commission  of  Texas  from  putting  in 
force  the  rates  established  by  the  commission  under  authority  of  an  act 
passed  by  the  Legislature  of  that  state,  Mr.  Justice  Brewer,  in  delivering  the 
opinion  of  the  Court,  on  page  398.  quotes  the  language  used  by  Mr.  Chief 
Justice  Waite,  in  Stone  vs  Farmer's  Loan  and  Trust  Company,  supra,  and 
after  referring  to  other  decisions  of  the  Supreme  Court  of  the  United  States 
on  page  398,  Mr.  Justice  Brewer  on  page  399  says:  "These  cases  all  support 
the  proposition  that  while  it  is  not  the  province  of  the  courts  to  enter  upon 
the  merely  administrative  duty  of  framing  a  tariff  of  rates  for  carriage,  it  is 
within  the  scope  of  judicial  power  and  a  part  of  judicial  duty  to  restrain 
anything  which,  in  the  form  of  a  regulation  of  rates,  operates  to  deny  to  the 
owners  of  property  invested  in  the  business  of  transportation  that  equal 
protection  wnich  is  the  contitutional  right  of  all  owners  of  other  property. 
There  is  nothing  new  or  strange  in  this.  It  has  always  been  a  part  of  the 
judicial  function  to  determine  whether  the  act  of  one  party  (whether  that 
party  be  a  single  individual,  or  an  organized  body,  or  the  public  as  a  whole) 
operates  to  divest  the  other  party  of  any  rights  of  person  or  property.  In 
every  constitution  is  the  guarantee  against  the  taking-  of  private  property  for 
public  purposes  without  just  compensation.  The  equal  protection  of  the  laws 
which,  by  the  Fourteenth  Amendment,  no  state  can  deny  to  the  individual, 
forbids  legislation,  in  whatever  form  it  may  be  enacted,  by  which  the  prop- 
erty of  one  individual  is,  without  compensation,  wrested  from  him  for  the 
"benefit  of  another  or  of  the  public.  This,  as  has  often  been  observed,  is  a 
government  of  law,  and  not  a  government  of  men,  and  it  must  never  be  for- 
gotten that  under  such  a  government,  with  its  constitutional  limitations  and 
guarantees,  the  forms  of  law  and  the  machinery  of  government,  with  all 
their  reach  and  power  must  in  their  actual  workings,  stop  on  the  hither  side 
of  the  unnecessary  and  uncompensated  taking  or  destruction  of  any  private 
property  legally  acquired  and  legally  held.'' 

In  Smyth  vs.  Ames,  Smyth  vs.  Smith  and  Smyth  vs.  Higginson,  169  U  S. 
466-522.  Suits  brought  by  stockholders  of  all  the  principal  railroads  in  the 


179 

State  of  Nebraska  to  enjoin  the  putting  in  force  of  an  act  passed  by  the  Leg- 
islature of  that  State  and  approved  April  12,  1893,  ''To  regulate  railroads,  to 
classify  freights,  to  fix  reasonable  maximum  rates  to  be  charged  for  the 
transportation  of  freights  upon  each  of  the  railroads  in  the  State  of  Nebraska, 
and  to  provide  penalties  for  the  violation  of  this  act." 

These  cases,  involving  the  constitutionality  of  the  Nebraska  statute,  were 
heard  by  Mr.  Justice  Brewer  of  "the  Supreme  Court  of  the  United  States  in 
the  Circuit  Court  of  the  United  States  for  the  District  of  Nebraska.  Mr. 
Justice  Harlan,  in  delivering  the  opinion  of  the  Court,  on  page  522,  said:  "By 
the  Fourteenth  Amendment  it  is  provided  that  no  state  shall  deprive  any  per- 
son of  property  without  due  process  of  law,  nor  deny  to  any  person  within  its 
jurisdiction  the  equal  protection  of  the  laws.  That  corporations  are  persons 
within  the  meaning  of  this  amendment  is  now  settled.  Santa  Clara  County 
vs.  Southern  Pacific  Railroad,  118  U.  S.  394,  396;  Charlotte,  Columbia  &  Au- 
gusta Railroad  vs.  Gibbes,  142  U.  S.  386.  391;  Gulf,  Colorado  &  Santa  Fe 
Railway  vs.  Ellis,  165  U.  S  150,  154.  What  amounts  to  deprivation  of  prop- 
erty without  due  process  of  law,  or  what  is  a  denial  of  the  equal  protection 
of  the  laws,  is  often  difficult  to  determine,  especially  where  the  question 
relates  to  the  property  of  a  q^asi  public  corporation  and  the  extent  to  which 
it  may  be  subjected  to  public  control.  But  this  court,  speaking  by  Chief 
Justice  Waite,  has  said  that,  while  a  state  has  power  to  fix  the  charges  by 
railroad  companies  for  the  transportation  of  persons  and  property  within  its 
own  jurisdiction,  unless  restrained  by  valid  contract,  or  unless  what  is  done 
amounts  to  a  regulation  of  foreign  or  interstate  commerce,  such  power  is  not 
without  limit:  and  that,  "under  pretense  of  regulating  fares  and  freights, 
the  state  cannot  require  a  railroad  corporation  to  carry  persons  or  property 
without  reward,  neither  can  it  do  that  which  in  law  amounts  to  the  taking 
of  private  property  for  public  use  without  just  compensation,  or  without  due 
process  of  law/"  Railroad  Commission  Cases,  116  U.  S.  307,  325,  331.  This 
principle  was  recognized  in  Dow  vs.  Beidelman,  125  U.  S.  680,  689,  and  has 
been  reaffimed  in  other  cases.  In  Georgia  Railroad  &  Banking  Co.  vs.  Smith, 
128  U.  S.  174,  179,  it  was  said  that  the  power  of  the  state  to  prescribe  the 
charges  of  a  railroad  company  for  the  carriage  of  persons  and  merchandise 
within  its  limits — in  the  absence  of  any  provision  in  the  charter  of  the  com- 
pany constituting  a  contract  vesting  it  with  authority  over  those  matters — 
was  "subject  to  the  limitation  that  the  carriage  is  not  required  without  re- 
ward, or  upon  conditions  amounting  to  the  taking  of  property  for  public  use 
without  just  compensation;  and  that  what  is  done  does  not  amount  to  a  reg- 
ulation of  foreign  or  interstate  commerce."  In  Chicago,  Milwaukee  &  St. 
Paul  Railway  vs.  Minnesota,  134  U.  S.  418,  458.  it  was  said:  "If  the  company 
is  deprived  of  the  power  of  charging  reasonable  rates  for  the  use  of  its  prop- 
erty, arid  such  deprivation  takes  place  in  the  absence  of  an  investigation  by 
judicial  machinery,  it  is  deprived  of  the  lawful  use  of  its  property,  and  thus, 
in  substance  and  effect,  'jf  the  property  itself,  without  due  process  of  law 
and  in  violation  of  the  Constitution  of  the  United  States;  and  in  so  far  as  it 
is  thus  deprived,  while  other  persons  are  permitted  to  receive  reasonable 
profits  upon  their  invested  capital,  the  company  is  deprived  of  the  equal  pro- 
tection of  the  laws.'' 

On  page  526  Mr.  Justice  Harlan  laid  down  these  propositions:  "In  view  of 
the  adjudications  these  principles  must  be  regarded  as  settled: 

"1.  A  railroad  corporation  is  a  person  within  the  meaning  of  the  Four- 
teenth Amendment  declaring  that  no  state  shall  deprive  any  person  of  prop- 
erty without  due  process  of  law,  nor  deny  to  any  person  within  its  jurisdiction 
the  equal  protection  of  the  laws. 

"2.  A  state  enactment,  or  regulations  made  under  the  authority  of  a  state 
enactment,  establishing  rates  for  the  transportation  of  persons  or  property 
by  railroad  that  will  not  admit  of  the  carrier  earning  such  compensation  as 
under  all  the  circumstances  is  just  to  it  and  to  the  public,  would  deprive  such 
carrier  of  its  property  without  due  process  of  law  and  deny  to  it  the  equal 
protection  of  the  laws,  and  would  therefore  be  repugnant  to  the  Fourteenth 
Amendment  of  the  Constitution  of  the  United  States. 

"3.  While  rates  for  the  transportation  of  persons  and  property  within  the 
limits  of  a  state  are  primarily  for  its  determination,  the  question  whether 


180. 

they  are  so  unreasonably  low  as  to  deprive  the  carrier  of  its  property  without 
such  compensation  as  the  Constitution  secures,  and  therefore  without  due 
process  of  law,  cannot  be  so  conclusively  determined  by  the  legislature  of  the 
State  or  by  regulations  adopted  under  its  authority,  that  the  matter  may  not 
become  the  subject  of  judicial  inquiry.'' 

On  page  527,  Mr.  Justice  Harlan  says:  "But  despite  the  difficulties  that 
confessedly  attend  the  proper  solution  of  such  questions,  the  court  cannot 
shrink  from  the  duty  to  determine  whether  it  be  true,  as  alleged,  that  the 
Nebraska  statute  invades  or  destroys  rights  secured  by  the  supreme  law  of 
the  land.  No  one,  we  take  it,  will  contend  that  a  state  enactment  is  in  har- 
mony with  that  law  simply  because  the  legislature  of  the  state  has  declared 
such  to  be  the  case:  for  that  would  make  the  state  legislature  the  final  judge 
of  the  validity  of  its  enactment,  although  the  Constitution  of  the  United 
States  and  the  laws  made  in  pursuance  thereof  are  the  supreme  law  of  the 
land,  anything  in  the  constitution  or  laws  of  any  state  to  the  contrary  not- 
withstanding. Art.  VI.  The  idea  that  any  legislature,  state  or  Federal,  can 
conclusively  determine  for  the  people  and  for  the  courts  that  what  it  enacts 
in  the  form  of  law.  or  what  it  authorizes  its  agents  to  do,  is  consistent  with 
the  fundamental  law.  is  in  opposition  to  the  theory  of  our  institutions.  The 
duty  rests  upon  all  courts.  Federal  and  state,  when  their  jurisdiction  is  prop- 
erly invoked,  to  see  to  it  that  no  right  secured  by  the  supreme  lawr  of  the 
land  is  impaired  or  destroyed  by  legislation.  This  function  and  duty  of  the 
judiciary  distinguishes  the  American  system  from  all  other  systems  of  gov- 
ernment. The  perpetuity  of  our  institutions  and  the  liberty  which  is  enjoyed 
under  them  depend,  in  no  small  degree,  upon  the  power  given  the  judiciary 
to  declare  null  and  void  all  legislation  that  is  clearly  repugnant  to  the 
supreme  law  of  the  land. 

"The  conclusion  reached  by  the  Circuit  Court  was  that  the  reduction  made 
by  the  Nebraska  statute  in  the  rates  for  local  freight  was  so  unjust  and  un- 
reasonable as  to  require  a  decree  staying  the  enforcement  of  such  rates 
against  the  companies  named  in  the  bill.  Ames  vs.  Union  Pacific  Railway.  64 
Fed.  Rep.  165,  189.  That  conclusion  was  based  largely  upon  the  figures  pre- 
sented by  Mr.  Dilworth,  while  he  was  a  secretary  of  the  State  Board  of 
Transportation,  as  \vell  as  a  defendant  and  one  of  the  solicitors  of  the  de- 
fendants in  these  causes.  He  was  a  principal  witness  for  that  board.  His 
general  fairness  and  his  competency  to  speak  of  the  facts  upon  which  the 
question  before  us  depends  are  apparent  on  the  record.  He  stated  that  the 
average  reduction  made  by  the  statute  on  all  the  'commodities  of  local  rates1 
was  29.50  per  cent.;  and  this  estimate  seems  to  have  been  accepted  by  the 
parties  as  correct.  He  estimated  that  the  percentage  of  operating  expenses 
on  local  business  \vould  exceed  the  percentage  of  operating  expenses  on  all 
business  by  at  least  ten  per  cent,  and  that  it  might  go  as  high  as  twenty  per- 
cent or  higher.  And  this  view  is  more  than  sustained  by  the  evidence  of  wit- 
nesses possessing  special  knowledge  of  railroad  transportation  and  of  the  cost 
of  doing  local  business  as  compared  with  what  is  called  through  business. 
Indeed,  one  of  those  witnesses  states  that  the  cost  of  carrying  local  freight 
is  four  times  as  much  as  the  cost  of  through  freight  per  ton  per  mile:  and 
another,  that  the  cost  of  the  short  haul  is  'reasonably  double  the  long  haul.' 
If  due  regard  be  had  to  the  testimony — and  we  have  no  other  basis  for  our 
judgment — we  are  not  permitted  to  place  the  extra  cost  of  local  business  at 
less  than  ten  per  cent  greater  than  the  percentage  of  the  cost  of  all  business." 

Mr.  Justice  Harlan,  on  page  539.  says — "It  is  said  by  the  appellants  that  the 
local  rates  established  by  the  Nebraska  statute  are  much  higher  than  in  the 
State  of  Iowa,  and  that  fact  shows  that  the  Nebraska  rates  are  reasonable. 
This  contention  was  thus  met  by  the  Circuit  Court:  It  is,  however,  urged 
by  the  defendants  that,  in  the  general  tariffs  of  these  companies,  there  is  an 
inequality;  that  the  rates  in  Nebraska  are  higher  than  those  in  adjoining 
states,  and  that  the  reduction  by  House  Roll  33  simply  establishes  an  equality 
between  Nebraska  and  the  other  states  through  which  the  roads  run.  The 
question  is  asked.  Are  not  the  people  of  Nebraska  entitled  to  as  cheap  rates 
as  the  people  of  Iowa?  Of  course,  relatively  they  are.  That  is,  the  roads 
may  not  discriminate  against  the  people  of  any  one  state,  but  they  are  not 
necessarily  bound  to  give  absolutely  the  same  rates  to  the  people  of  all  the 


18] 

states:  for  the  kind  and  amount  of  business  and  the  cost  thereof  are  factors 
which  determine  largely  the  question  of  rates,  and  these  vary  in  several 
states.  The  volume  of  business  in  one  state  may  be  greater  per  mile,  while 
the  cost  of  construction  and  of  maintenance  is  less.  Hence  to  enforce  the 
same  rates  in  both  states  might  result  in  one  in  great  injustice,  while  in  the 
other  it  would  only  be  reasonable  and  fair.  Comparisons,  therefore, Jjetween 
the  rates  of  two  states  are  of  little  value,  unless  all  the  elements  that  enter 
into  the  problem  are  presented.  It  may  be  true,  as  testified  by  some  of  the 
witnesses,  that  the  existing  local  rates  in  Nebraska  are  40  per  cent  higher 
than  similar  rates  in  the  state  of  Iowa.  But  it  is  also  true  that  the  mileage 
earnings  in  Iowa  are  greater  than  in  Nebraska.  In  Iowa  there  are  230  people 
to  each  mile  of  railroad,  while  in  Nebraska  there  are  but  190;  and,  as  a 
general  rule,  the  more  people  there  are  the  more  business  there  is.  Hence, 
a  mere  difference  between  the  rates  in  two  states  is  of  comparatively  little 
significance.'"  64  Fed.  Rep.  165.  In  these  views  we  concur,  and  it  is  unneces- 
sary to  add  anything  to  what  was  said  by  the  Circuit  Court  on  this  point. 

"It  is  further  said,  in  behalf  of  the  appellants,  that  the  reasonableness  of 
the  rates  established  by  the  Nebraska  statute  is  not  to  be  determined  by  the 
inquiry  whether  such  rates  would  leave  a  reasonable  net  profit  from  the  local 
business  affected  thereby,  but  that  the  court  should  take  into  consideration, 
among  other  things,  the  whole  business  of  the  company,  that  is,  all  its  busi- 
ness, passenger  and  freight,  interstate  and  domestic.  If  it  be  found  upon 
investigation  that  the  profits  derived  by  a  railroad  company  from  its  inter- 
state business  alone  are  sufficient  to  cover  operating  expenses  on  its  entire 
line,  and  also  to  meet  interest,  and  justify  a  liberal  dividend  upon  its  stock, 
may  the  legislature  prescribe  rates  for  domestic  business  that  would  bring  no 
reward  and  be  less  than  the  services  rendered  are  reasonabty  worth?  Or, 
must  the  rates  for  such  transportation  as  begins  and  ends-  in  the  state  be 
established  with  reference  solely  to  the  amount  of  business  done  by  the 
carrier  wholly  within  such  state,  to  the  cost  of  doing  such  local  business, 
and  to  the  fair  value  of  the  property  used  in  conducting  it.  without  taking 
into  consideration  the  amount  and  cost  of  its  interstate  business,  and  the 
value  of  the  property  employed  in  it?  If  we  do  not  misapprehend  counsel, 
their  argument  leads  to  the  conclusion  that  the  state  of  Nebraska  could 
legally  require  local  freight  business  to  be  conducted  even  at  an  actual  loss, 
if  the  company  earned  on  its  interstate  business  enough  to  give  it  just  com- 
pensation in  respect  of  its  entire  line  and  all  its  business,  interstate  and 
domestic.  We  cannot  concur  in  this  view.  In  our  judgment,  it  must  be  held 
that  the  reasonableness  or  unreasonableness  of  rates  prescribed  by  a  state 
for  the  transportation  of  persons  and  property  wholly  within  its  limits  must 
be  determined  without  reference  to  the  interstate  business  done  by  the  carrier, 
or  to  the  profits  derived  from  it.  The  State  cannot  justify  unreasonably  low 
rates  for  domestic  transportation,  considered  alone,  upon  the  ground  that  the 
carrier  is  earning  large  profits  on  its  interstate  business,  over  which,  so  far 
as  rates  are  concerned,  the  state  has  no  control.  Nor  can  the  carrier  justify 
unreasonably  high  rates  on  domestic  business  upon  the  ground  that  it  will  be 
able  only  in  that  way  to  meet  losses  on  its  interstate  business.  So  far  as 
rates  of  transportation  are  concerned,  domestic  business  should  not  be  made 
to  bear  the  losses  on  interstate  business,  nor  the  latter  the  losses  on  domestic 
business.  It  is  only  rates  for  the  transportation  of  persons  and  property  be- 
tween points  within  the  state  that  the  state  can  prescribe;  and  when  it 
undertakes  to  prescribe  rates  not  to  be  exceeded  by  the  carrier,  it  must  do  so 
with  reference  exclusively  to  what  is  just  and  reasonable,  as  between  the 
carrier  and  the  public,  in  respect  of  domestic  business.  The  argument  that  a 
railroad  line  is  an  entirety;  that  its  income  goes  into,  and  its  expenses  are 
provided  for  out  of  a  common  fund:  and  that  its  capitalization  is  on  its  entire 
line,  within  and  without  the  state,  can  have  no  application  where  the  state 
is  without  authority  over  rates  on  the  entire  line,  and  can  only  deal  with 
local  rates  and  make  such  regulations  as  are  necessary  to  give  just  compen- 
sation on  local  business." 

Mr.  Justice  Harlan,  on  page  546,  says — "We  hold,  however,  that  the  basis 
of  all  calculations  as  to  the  reasonableness  of  rates  to  be  charged  by  a  cor- 
poration maintaining  a  highway  under  legislative  sanction  must  be  the  fail- 
value  of  the  property  being  used  by  it  for  the  convenience  of  the  public,  and 


182 

in  order  to  ascertain  that  value,  the  original  cost  of  construction,  the  amount 
expended  in  permanent  improvements,  the  amount  and  market  value  of  its 
bonds  and  stock,  the  present  as  compared  with  the  original  cost  of  construc- 
tion, the  probable  earning  capacity  of  the  property  under  particular  rates 
prescribed  bj  statute,  and  the  sum  required  to  meet  operating  expenses,  are 
all  matters  for  consideration,  and  are  to  be  given  such  weight  as  may  be  just 
and  right  in  each  case.  We  do  not  say  that  there  may  not  be  other  matters 
to  be  regarded  in  estimating  the  value  of  the  property.  What  the  company 
is  entitled  to  ask  is  a  fair  return  upon  the  value  of  that  which  it  employs  for 
the  public  convenience." 

The  Nebraska  cases  absolutely  settle  the  question  beyond  all  controversy 
that  the  reasonableness  or  unreasonableness  of  rates  prescribed  by  a  state 
must  be  determined  without  reference  to  interstate  business  done  by  the  car- 
rier, or  to  the  profits  derived  from  it.  Under  the  rule  laid  down  by  the  Su- 
preme Court  of  the  United  States  in  those  cases,  the  commission  cannot  take 
into  consideration  without  a  plain  and  open  violation  of  the  Constitution  the 
interstate  business  done  by  the  Louisville  &  Nashville  Railroad  Company  or 
the  profits  derived  from  it,  but  must  determine  solely  from  the  domestic  busi- 
ness transacted  what  is  a  just  and  reasonable  rate  as  between  the  carrier  and 
the  public,  for  it  is  only  rates  for  the  transportation  of  property  between  the 
points  within  the  State  that  the  State  has  the  power  to  prescribe.  The  com- 
mission under  this  rule  can  take  into  consideration  only  rates  for  the  trans- 
portation of  property  between  points  within  the  State,  and  we  have  already 
shown  that  on  property  transported  within  the  State  alone,  the  Louisville  & 
Nashville  Railroad  Company  in  the  most  prosperous  business  year  it  ever  had 
only  made  a  profit  on  the  capital  invested  of  3.16  per  cent.  It,  therefore,  is 
as  conclusive  and  certain  as  a  mathematical  demonstration  could  make  it  that 
any  reduction  of  rates  as  to  it  would  not  only  deprive  it  of  making  reasonable 
profits  on  the  capital  invested,  but  would  also  absolutely  deprive  it  ot'  making 
any  profits  whatever.  But  the  Constitution  of  the  United  States  and  of  this 
State  guarantees  to  it  the  right  to  make  reasonable  profits  on  the  capital 
invested  on  its  business  and  the  commission  as  to  it  cannot  without  a  plain 
and  positive  violation  of  these  constitutional  rights  and  guarantees  make  any 
reduction  in  the  rates  now  in  force.  "If  this  company  is  deprived  of  the 
power  of  charging  reasonable  rates  for  the  use  of  its  property,  and  such  de- 
privation takes  place  in  the  absence  of  an  investigation  by  judicial  machinery 
(and  the  investigation  by  this  commission  is  not  in  law  an  investigation  by 
judicial  machinery),  the  company  is  deprived  of  the  lawful  use  of  its  property, 
and  thus,  in  substance,  and  effect,  of  the  property  itself,  without  due  process 
of  law  and  in  violation  of  the  Constitution  of  the  United  States;  and  in  so 
far  as  it  is  thus  deprived,  while  other  persons  are  permitted  to  receive  reason- 
able profits  upon  their  invested  capital,  this  company  is  deprived  of  the  equal 
protection  of  the  laws/'  guaranteed  to  it  by  the  Constitution. 

Chicago,  Milwaukee  &  St.  Paul  Railway  Company  vs.  Minnesota,  134  U.  S., 
418,  458.  b 

In  determining  what  are  reasonable  rates  the  commission  should  not  only 
take  into  consideration  the  amount  of  the  gross  receipts  derived  from  all 
domestic  business,  but  also  all  reasonable  and  necessary  expenses  in  producing 
those  receipts.  In  Chicago.  Milwaukee  &  St.  Paul' Railway  Company  vs. 
Tompkins,  176  U.  S.  167,  174,  177,  on  this  subject  Mr.  Justice  *  Brewer  in  de- 
livering the  opinion  of  the  Court  says:  "Now,  it  is  obvious  that  the  amount 
of  gross  receipts  from  any  business  does  not  of  itself  determine  whether  such 
business  is  profitable  or  not. '  The  question  of  expenses  incurred  in  producing 
those  receipts  must  always  be  taken  into  account,  and  only  by  striking  a  bal- 
ance between  the  two  can  it  be  determined  that  the  business  is  profitable. 
The  gross  receipts  may  be  large,  but  if  the  expenses  are  larger  surely  the 
business  is  not  profitable.  It  cannot  be  said  that  the  rates  which  a  legisla- 
ture prescribes  are  reasonable  if  the  railroad  company  charging  only  those 
rates  finds  the  necessary  expenses  of  carrying  on  its  business  greater  than 
its  receipts.'" 

On  page  177  Mr.  Justice  Brewer  continuing  says:  "But  the  testimony  shows 
that  the  cost  of  doing  local  business  is  much  greater  than  that  of  doing 
through  business.  If  it  should  be  85  per  cent  of  the  gross  receipts  (and  there 
was  testimony  to  show  that  it  was  as  much  if  not  more.)  then  a  reduction  of 


183 


15  per  cent  in  the  gross  receipts  would  leave  the  property  earning  nothing 
more  than  expenses  of  operation.  These  computations  show  that  the  method 
which  the  Court  pursued  was  erroneous,  and  that  without  a  finding  as  to  the 
cost  of  doing  the  local  business  it  is  impossible  to  determine  whether  the  re- 
duced rates  prescribed  by  the  defendants  were  unreasonable  or  not/' 

For  many  years  past,  the  law  and  the  policy  of  this  State  and  this  commis- 
sion in  enforcing  them  in  the  interest  of  the  public,  and  for  the  greater  safety 
of  persons  and  property,  have  required  all  railroads  and  the  equipment  and 
safety  appliances  thereon,  to  be  kept  in  the  highest  and  best  physical  condi- 
tion and  repair.  To  demonstrate  what  the  policy  of  this  State  is  upon  this 
subject,  it  is  only  necessary  to  refer  to  two  acts  passed  by  the  last  legislature 
on  this  subject  which  are  now  in  force  and  which  it  is  made  the  duty  of  this 
commission  to  execute,  that  will  increase  the  operating  expenses  of  every 
railroad  in  the  State.  For  the  same  period  the  wages  of  all  employes  en- 
gaged in  railroad  service  have  been  high,  and  it  is  shown  by  the  evidence 
introduced,  higher  in  this  State  than  in  adjoining  states.  The  high  standard 
that  has  been  reached  in  the  physical  condition  of  the  railroads,  their  equip- 
ment and  safety  appliances  in  the  interest  of  the  public,  and  'for  the  safety 
of  persons  and  property  should  be  maintained,  but  can  not  be,  and  the  high 
rate  of  wages  paid  to  employes  in  railroad  service  can  not  be  continued  if 
there  should  be  a  reduction  of  rates. 

These  are  matters  of  much  importance,  both  to  the  railroads  and  to  the 
public  and  are  entitled,  and  no  doubt  will  receive  the  most  careful  and  thor- 
ough consideration  of  the  commission  in  reaching  a  final  conclusion  of  the 
questions  involved  in  this  case. 

This  commission,  by  its  decisions  and  administration  of  the  law,  has  estab- 
lished a  reputation  for  fairness  and  giving  to  all  parties  having  business  be- 
fore it  the  ''square  deal."  On  the  questions  involved  in  this  case,  the  qom- 
mission  knows  the  law  and  is  as  competent  to  administer  it  as  any  court.  It 
can  render  such  a  decision  as  will  be  equitable  and  fair,  and  permanently 
settle,  without  further  litigation  or  contest,  the  questions  in  the  case,  or  it 
can  render  such  a  decision  as  will  transfer  the  questions  involved  from  the 
decisions  of  this  commission  to  the  courts  to  be  contested  and  litigated  for 
years  to  come  without  benefit  to  the  petitioners  or  to  the  public. 

We  have  faith  in  its  wisdom  and  fairness,  and  that  it  will  by  the  justness 
and  impartiality  of  its  decision  in  this  case  sustain  its  heretofore  well-earned 
reputation. 

Respectfully  submitted, 

J..M.  HAMILL, 
Attorney  for  LouisvilleA:  Nashville  Railroad  Company. 

EXHIBIT  "A." 

ALL   FREIGHT  TRAFFIC   IN   ILLINOIS. 


Valuation 
for  taxation 
chargeable  to 
freight  traffic. 

Gross 
freight  earnings. 

Operating 
expense  and 
taxes  chargeable 
to  freight. 

Net  gain 
from  operation 
freight  traffic. 

Percentage 
earned  on 
assessed  value 
by  freight  traffic. 

$3.205,136 

$1,313,574 

$910,531 

$403,043 

12.6 

Earnings  all  freight  traffic  in  Illinois  on  basis  of  assessed  value. 


Assessed 
value  chargeable 
to  domestic 
freight  traffic  in 
Illinois. 

Gross  freight 
earnings 
domestic  traffic  in 
Illino  s. 

Operation 
expenses  plus 
10  per  cent  and 
taxes  chargeable 
to  domestic 
freight  traffic. 

Net  earnings 
from  operation 
domestic 
traffiic. 

Percent 
earned  on 
assessed 
valuation. 

$999,853 

$281,731  91 

$213,514  55 

$C8,217  36 

6.8 

184 

EXHIBIT   "&. "-Continued. 
ALL  FREIGHT  TRAFFIC   IN   ILLINOIS. 

Earnings  of  domestic  freight  traffic  in  Illinois  basis  on  assessed  value. 

Assessed  value  chargeable  to  domestic  freight  traffic  in  State  of  Illinois $999, 853  00 

Gross  freight  earnings  on  domestic  freight  traffic  in  Illinois,  i.  e.,  business  be- 
tween points  in  Illinois ' 281, 731  91 

Operating  expenses  plus  10  per  cent  additional  cost  of  handling  local  business 
and  proportion  of  taxes  and  interest  on  bonds  chargeable  to  domestic  freight 
traffic  in  Illinois 251,121  33 

Net  result  from  operating  freight  traffic  after  deducting  cost  of  general  expense 
conducting  transportation,  maintenance  of  way  and  euuipment,  taxes  and 
interest  chargeable  to  domestic  traffic 31, 610  58 

Per  cent  earned  on  assessed  value 3.16  per  cent 

Assessed  valuation  for  taxation $4,672,210  00 

Taxes  paid  chargeable  to— 

Passenger $15,265  54    31.4  percent 

Freight 33.35303    68. 6  percent 

$48,616  57 

Assessed  value  chargeable  to— 

Passenger $1,467,074  00 

Freight 3,205. 136  00 

-  4.672,210  00 

Memo,  of  earnings  and  operating  expenses  on  traffic  in    Illinois,    L.    &    N. 
E.  R.  Co. 

Gross  revenue  from  all  business  in  Illinois: 

Revenue.  Percentage. 

Passenger,  mail,  express $    601,03200  314 

Freight 1,313,57400  68.6 

$1,914,60600  100.0 

See  page  113  commissioners'  report,  leaving    out    of    consideration    income 
from  other  sources  than  traffic. 

Total  operating  expenses  in  Illinois  (page  121) $1,278,685  00 

Chargeable  to— 

Passenger 31.4  per  cent         $401,507  00 

Freight 68.6  per  cent  877,178  00 

-  1,278.68500 

Includes  general  expense  conducting  transportation,  maintenance  of  way  and  equipment. 

Gross  freight  earnings,  all  business  in  Illinois $1,313,574  00 

Gross  freight  earnings,  domestic  business  between  points  within  State  of  Illinois.       281,731  91 

Ratio  of  domestic  to  all  freight  business  in  State  of  Illinois 21. 4< 

Proportion  of  assessed  value,  line  in  Illinois  chargeable  to  domestic  business, 

freight 999,853  00 

Proportion  of  taxes  paid  chargeable  to  domestic  traffic,  freight 7, 137  55 

Proportion  of  operating  expense  plus  10  per  cent  chargeable  to  domestic  freight 

traffic  in  Illinois ' $187,616  00 

Plus  10  per  cent 18,761  00 

Increased  cost  of  handling  local  business $206.377  00 


EXHIHIT    B. 
TABLE   NO.  1. 

(a)  Gross  earnings  per  mile  from  all  freight  business  in  Illinois $7, 233  48 

(b)  Operating  expenses,  per  mile,  including  taxes  on  all  freight  business  in  Illinois       4, 783  12 
(c^    Percentage  of  operating  expenses  and  taxes  to  gross  earnings  on  all  freight 

business  in  Illinois 66.12< 


185 
Exhibit  B—  Concluded. 

TABLE   NO.  2. 

(a)  Ratio  of  domestic  gross  earnings  from  freight  to  total  gross  earnings  from  all 

freight  business 7..  21 .4 

(b)  Value  or  cost  of  reproduction  per  mile $44,394  34 

(c)  Portion  of  value  or  cost  of  reproduction  per  mile  engaged  in  doing  domestic 

freight  business  in  Illinois 9,500  39 

(d)  Gross  earnings  per  mile  from  domestic  freight  business  in  Illinois 1. 551  30 

(e)  Operating  expenses  and  taxes  per  mile  on  domestic  freight  business  in   Illi- 

nois, plus  10  per  cent  for  extra  cost  of  doing  domestic  business 1,128  26 

if)     Net  earnings  per  mile  from  domestic  freight  business  in  Illinois 42304 

(g)  Per  cent  earned  per  mile  on  domestic  freight  business  in  Illinois,  based  upon 
portion  of  value  or  cost  of  reproduction  of  road  engaged  in  domestic  busi- 
ness   4.45 

TABLE  NO.  3. 

i  a  i    Value  or  cost  of  reproduction  per  mile $44, 394  34 

(b)  Gross  earnings  per  mile  from  all  freight  business  in  Illinois 7.233  48 

(c)  Operating  expenses,  including  taxes,  per  mile  on  all  freight  business  in  Illi- 

nois         4.78312 

(d)  Net  freight  earnings  per  mile 2,450  36 

(e)  Per  cent  earned  per  mile  on  all  freight  business  in  Illinois 5.  i2 

TABLE   NO.  4. 

(a)  Net  earnings  per  mile  on  domestic  freight  business  in  Illinois $    42304 

(b)  Equal  to  5  per  cent  on  the  following  valuation  per  mile 8,460  80 

TABLE  NO.   1. 

(a)  Gross  earnings  per  mile  from  all  business  in  Illinois •. ..     $10,594  50 

(b)  Operating  expenses,  per  mile,  including  taxes,  on  all  business  in  Illinois 7,308  54 

(c)  Percentage  of  operating  expenses  and  taxes  to  gross  earnings  on  all  business 

in  Illinois -. 68.61?; 

TABLE  NO.  2. 

Ratio  of  domestic  gross  earnings  to  total  gross  earnings  from  all  business 23,.08°<> 

Value  or  cost  of  production,  per  mile $44,394  34 

Portion  of  value  or  cost  of  reproduction  per  mile  engaged  in  doing  domestic  bus- 
iness in  Illinois 10,246  21 

Gross  earnings  per  mile  from  domestic  business  in  Illinois 2,445  19 

Operating  expenses  and  taxes  per  mile  on  domestic  business  in  Illinois,  plus  10 

percent  for  e>tra  cost  of  doing  domestic  business 1,845  38 

Net  earnings  per  mile  from  domestic  business  in  Illinois 599  81 

Per  cent  earned  per  mile  on  domestic  business  in  Illinois,  based  upon  portion  of 

value  or  cost  of  reproduction  of  road  engaged  in  domestic  business 5.85<6 

TABLE   NO.  3. 

Value  or  cost  of  reproduction  per  mile $14,394  34 

Gross  earnings  per  mile  from  all  business  in  Illinois  10,594  50 

Operating  expenses,  including  taxes,  per  mile  on  all  business  in  Illinois 7,30854 

Net  earnings  per  mile 3,285  96 

Per  cent  earned  per  mile  on  all  business  in  Illinois 7.4< 

TABLE   NO.  4. 

Net  earnings  per  mile  on  all  domestic  business  in  Illinois $      599  81 

Equal  to  5  percent  on  the  following  valuation  per  mile 11,996  20 

Thereupon  Mr.  Drennan  addressed  the  commission  in  behalf  of 
the  respondents,  as  follows: 

ARGUMENT  BY  J.  G.  DRENNAN. 

If  the  commission  please,  I  shall  occupy  your  time  but  a  few  minutes.  I 
believe  that  I  have  been  here  at  every  session,  and  I  think  I  have  heard  all 
of  the  testimony  that  has  been  introduced  in  this  case  and  given  it  careful 
attention. 


186 

The  conditions  disclosed  by  the  testimony  show  to  a  casual  observer,  as 
Mr.  Hamlin  said,  the  freight  rates  in  this  State  were  something-  like  a  piece 
of  patchwork.  That  grows  out  of  business  conditions,  the  necessities  of  the 
situation.  The  comparisons  made  here  by  Mr.  Streyckmans  are  fair  illustra- 
tions of  how  figures  may  be  tortured  when  separated  from  conditions.  For 
an  illustration,  right  here  in  the  city  of  Springfield,  by  way  of  the  Wabash, 
from  Springfield  to  Decatur,  it  is  thirty-nine  miles.  By  way  of  the  Illinois 
Central  it  is  170  miles.  The  rate  over  the  Wabash  and  the  Illinois  Central 
must  necessarily  be  the  same  to  the  shipper.  While  we  carry  the  same  car- 
load of  goods  from  Springfield  to  Decatur  that  the  Wabash  carries  for  the 
same  money,  the  distance  is  four  and  a  half  times  as  great.  Why?  Because 
if  it  was  not  done  there  would  be  no  competition,  and  the  I.  C.  would  get  no 
business.  Yet  Mr.  Streyckmans  would  hold  up  his  hands  in  horror  and  say 
that  the  Wabash  was  charging  four  times  as  much  for  carrying  freight  as  the 
Illinois  Central  was,  because  we  carried  170  miles  where  they  carried  thirty- 
nine  miles.  It  is  the  conditions  that  demand  that  that  should  be  done.  The 
rate  on  the  two. roads  nmst  be  the  same  regardless  of  the  distance,  or  one 
road  would  do  all  of  the  business.  A  merchant  transacting  business  on  the 
line  of  the  Illinois  Central,  could  not  get  into  Decatur  at  all  if  he  was  not 
permitted  to  get  there  at  the  same  rate. 

Take  it,  say,  to  Gibson  City.  The  distance  over  the  Illinois  Central  is  but 
eighty-four  miles;  over  the  Wabash  it' is  109  miles,  and  yet  the  merchant  who 
ships  over  the  Wabash  or  the  manufacturer  who  has  his  factory  located  on 
the  line  of  the  Wabash  must  get  to  Gibson  City  at  the  same  price  that  the 
the  man  gets  over  the  Illinois  Central.  The  Wabash  is  forced  by  conditions 
to  make  the  rate  the  same. 

It  is  the  same  between  Chicago  and  St.  Louis.  The  shorter  line  makes  the 
rate,  and  the  longest  line  must  come  to  that  rate  or  do  no  business. 

And  now  to  pick  out  the  road  say,  between  Peoria  and  Decatur— say  the 
\V abash — and  compare  with  the  rate  on  the  Illinois  Central  to  Decatur.  would 
be  similar  to  some  of  the  things  picked  out  here  by  Mr.  Streyckmans  and 
brought  forward. 

It  reminded  me  of  the  peddler  that  used  to  stay  all  night  at  my  father's 
house,  I  guess  because  it  was  always  free,  my  father  being  a  Kentuckian.  He 
insisted  to  us  boys  that  we  could  read  any  chapter  in  the  New  Testament 
and  he  could  show  one  or  another  place  that  was  exactly  a  contradiction,  and 
he  had  a  way  of  juggling  language  that  made  it  look  that  way,  and  yet  you 
read  the  New  Testament — the  whole  thing  together— and  it  is  a  continuous 
true  story. 

Commissioner  French — You  don't  know  about  that. 

Mr.  Drennan — I  believe  it.  My  mother  taught  me  that,  and  I  have  taken 
her  word  for  it  implicitly.  I  believe  it.  I  believe  all  the  teachings  of  my 
mother,  that  is  good  enough,  that  it  is  true,  that  it  forms  one  continuous 
story  of  religion. 

Commissioner  French— What  pleases  us  is  that  we  can  get  you  to  admit  it. 

Mr.  Drennan — Now,  from  one  end  of  this  record  to  the  other,  no  shipper 
has  shown  that  his  business  has  decreased  in  the  State  of  Illinois  during  the 
last  one  year,  two  years,  five  years  or  ten  years.  No  shipper  has  come  for- 
ward here  and  said  that  his  business  is  not  prosperous.  No  shipper  has  come 
forward  and  shown  that  he  has  been  driven  out  of  any  territory  by  compe- 
tition from  the  east,  and  western  freight  rates — from  the  eastern  freight  rates 
— not  one.  But  on  the  contrary,  the  statistics  introduced  by  the  railroad , 
companies  show  that  there  is  an  era  of  prosperity  in  the  State  of  Illinois  that 
does  not  exist  in  any  other  state  adjoining  it;  that  we  are  the  commercial  dis- 
tributing center  of  the  west.  We  have  more  miles  of  railroad,  more  employes, 
the  wage  scale  is  higher  by  from  15  to  25  per  cent  than  it  is  in  the  states  east 
of  us.  That  is  shown  by  the  testimony  and  is  uncontradicted. 

Now.  if  any  shipper  had  suffered  in  his  business,  it  was  in  the  power  of 
that  shipper  to  come  forward  and  show  wherein  he  was  damaged.  None  have 
come  forward  and  shown  that  their  business  had  decreased,  that  they  have 
suffered.  Now,  we  have  these  conditions  in  Illinois.  In  1870.  as  was  shown 
by  Mr.  Clark,  and  is  not  disputed  here,  and  is  shown  by  all  statistics,  the  rate 
per  ton  per  mile  was  two  cents.  At  the  present  time  it  is  three  quarters  of 
one  per  cent.  Wages  have  increased  more  than  thirty  per  cent.  Railroad 


187 

equipment  and  material  necessary  for  its  maintainance  has  increased  from 
fifteen  to  forty  per  cent,  and  in  some  cases  109  per  cent.  Taxes  have  in- 
creased. The  prosperity  of  the  State  has  been  without  a  parallel,  and  now 
why  should  the  conditions  in  Illinois  be  disturbed  without  some  showing 
that  somebody  has  been  hurt,  or  injured  in  their  business  by  the  present  con- 
ditions? 

We  respectfully  submit  that  this  record  is  barren  of  any  evidence  that  any 
individual  shipper  or  manufacturer  has  been  injured  in  his  business,  or  has 
failed  to  prosper  under  the  conditions  in  the  State  of  Illinois.  My  recollection 
is  that  four  out  of  five  of  the  manufacturers  of  the  State  of  Illinois,  have  pro- 
tested against  a  change  in  the  freight  rates  in  this  State.  It  does  seem  to 
me,  gentlemen,  that  there  is  no  occasion  for  a  disturbance  of  the  conditions 
of  prosperity  that  exist  in  the  State  of  Illinois  by  tinkering  with  the  tariffs  of 
the  State. 

That  is  all  I  care  to  say. 

Argument  to  the  commission,  by  Mr.  William  Brown,  in  behalf  of 
the  respondents: 

MR.  CHAIRMAN,  GENTLKMKX  OF  THE  COMMISSION — There  has  been  a  great 
deal  of  testimony  introduced  here,  and  a  great  many  arguments  made,  so 
much  that  I  feel  that  I  am  imposing  on  the  commission  to  say  anything;  but 
it  seems  to  me  that  in  the  discussion  of  the  merits  of  this  controversy,  we 
should  first  determine  what  it  is. 

Now,  it  was  said  this  morning  that  this  was  a  proceeding  upon  the  initia- 
tive of  the  commission.  That  is  not  true.  I  mean  by  that,  that  it  is  a  mis- 
take: that  this  is  a  proceeding  brought  by  parties  against  the  railroads  here 
for  the  purpose  of  requiring  or  asking  the  commission  to  make  a  reduction  of 
the  maximum  tariff  of  this  State.  The  tariff  exists,  and  the  question  in  my 
judgment,  is  whether,  upon  the  showing  made  by  the  petitioners,  a  case  is 
made  which  would  justify  the  commission  in  changing  the  schedule  of  maxi- 
mum rates.  Now,  under"  the  statute  you  have  the  right — there  is  no  question 
about  that.  I  have  no  quarrel  with  General  Hamlin  about  his  constitutional 
or  statutory  law  in  this  State.  It  is  plain.  The  commission  is  organized  for 
the  purpose:  but  I  wish  to  invite. the  attention  of  the  commission  to  that  con- 
dition which  the  schedule  of  maximum  rates  will  be  changed.  Under  the 
statute  the  Railroad  and  Warehouse  Commission  are:  ''Hereby  directed  to 
make  for  each  railroad  corporation  doing  business  in  this  State,  as  soon  as 
practicable,  a  schedule  of  maximum  rates  of  charges  for  the  transportation 
of  freight  and  passengers  and  cars  of  each  of  the  said  railroads,  and  said  sched- 
ule in  all  suits  and  so  forth  may  be  used.  Said  commissioners  shall  from  time 
to  time  as  often  as  circumstances  may  require,  change  and  revise  said 
schedues." 

Now  the  question  arises,  having  made  your  schedule,  whether  the  time  has 
arrived  and  the  circumstances  exist  which  require  you  to  change  and  revise 
said  schedule.  I  look  in  vain  to  the  testimony  of  any  particular  gentleman, 
or  to  any  particular  documentary  evidence  which  they  have  introduced,  to 
find  any  such  circumstances  as  may  require  this  commission  to  change  its 
schedule  of  maximum  rates.  There  seems  to  have  been  a  vague  idea  on  the 
part  of  the  gentlemen  from  the  other  side  that  this  commission  makes  the 
rates.  That  is  not  so  either  as  a  business,  or  a  legal  proposition. 

Much  has  been  said  here  about  the  fact  that  the  raih'oads  are  making  rates 
less  than  the  schedule  of  rates.  That  proceeds  upon  the  idea  that  you  are  to 
make  the  rates,  and  when  you  have  made  the  rate,  then  any  deviation  from 
that  rate  penalizes  the  railroad  to  the  extent  that  you  confess  the  rate  is  too 
high,  and  therefore,  the  circumstances  have  arisen  which  require  you  to  re- 
vise it. 

Now,  the  commission  does  not  make  the  rate.  It  sets  the  reasonable  maxi- 
mum rates  beyond  which  the  railroads  cannot  go.  There  is  a  power  behind 
us  all  which  makes  the  rates,  and  that  is  the  necessities  of  commerce,  the 
necessities  of  the  people,  and  the  opportunities  which  they  have  for  the  use  of 
the  facilities  which  carry  on  the  transportation  of  this  country,  and  none  of 
us  have  ever  yet,  and  none  of  us  will  ever  see  the  time  when  anything  else 
than  the  necessities  of  commerce  will  make  the  rates  of  transportation  either 
of  passengers,  or  of  freight  in  this  State. 


188 

Now,  disabusing  our  minds  of  the  theory  that  you  make  the  rates,  I  want 
to  call  your  attention  to  the  fallacy  of  the  position  taken  by  the  gentlemen 
upon  that  one  proposition.  Is  it  to  be  understood  that  no  railroad  shall  make 
a  rate  less  than  your  schedule  of  maximum  rates,  under  the  penalty  of  having 
all  of  the  rates  reduced?  It  seems  to  me  that  the  policy  of  this  commission 
and  of  this  State  should  be  to  encourage  railroad  companies  to  carry  freight 
and  passengers  as  cheaply  as  they  can;  and  that  they  should  have  no  fear 
because  they  reduce  the  rate  beyond  the  maximum  fixed  by  the  commission 
that  every  one  of  their  rates  may  "be  comparatively  reduced.  Now,  that  is  all 
I  believe  I  want  to  say  upon  that  part.  I  believe  that  the  commission  should 
encourage  the  railroads  to  carry  freight  and  passengers  as  cheaply  as  they  can 
do  so  consistently  with  their  duties  to  the  the  public  to  carry  safely  and  well, 
and  nothing  more. 

Now.  I  would  like  to  inquire  for  a  moment  where  we  stand.  I  have  a  pro- 
found respect  for  my  friend,  General  Hamlin,  and  I  therefore,  take  the  liberty 
of  quoting  from  General  Hamlin  in  reference  to  the  status  of  this  case.  In 
the  proceedings  of  May  16,  General  Hamlin  said  of  the  form  of  proceedings: 

'•The  necessity  of  the  introduction  of  this  testimony  is  apparent  to  any  one 
who  is  familiar  with  the  law  covering  the  fixing  of  railroad  rates.  It  is  my 
opinion  that  the  evidence  heretofore  offered  is  not  sufficient  upon  which  this 
commission  could  base  a  decision,  or  make  a  reasonable  maximum  schedule 
of  rates  under  the  law  governing  the  making  of  rates  as  has  been  held  by  the 
Federal  courts  in  numerous  decisions,  hence  I,  representing  these  petitioners 
recog'nize  the  necessity  of  the  introduction  of  additional  testimony." 

Now.  General  Hamlin  there  admits  that  up  to  that  time  no  case  has  been 
made,  which  brings  you  within  the  statute  requiring  you  to  make  a  revision 
of  the  schedule. 

Now.  I  have  listened  with  a  good  deal  of  interest  and  satisfaction  to  the 
argument  of  Mr.  Streyckmans.  He  manifests  a  great  deal  of  diligence  and 
skill  and  ingenuity  in  working  this  evidence  up  and  presenting  it  in  a  manner 
most  favorable  to  his  side  of  the  case,  but  I  submit  that  under  the  decision  of 
the  Supreme  Court  of  the  United  States,  all  of  the  testimony  which  has  sub- 
sequently been  introduced  is  as  weak  and  of  less  force  than  the  testimony 
which  had  been  introduced  before. 

I  want  to  get  rid  of  the  law  points  before  I  go  to  the  facts 

Now  what  has  been  the  course  of  the  testimony  since  Mr.  Hamlin  begun  his 
case,  admittedly  of  no  force  before.  He  now  comes  down  in  his  effort  to  bring 
himself  as  nearly  as  may  be  within  the  decisions  of  the  courts  as  to  the  basis 
upon  which  freight  rates  may  be  made,  and  for  the  purpose  of  reaching  those 
points,  he  undertakes  to  show  the  value  of  the  railroads.  How  does  he  do  it? 
He  takes  the  statement  made  by  the  railroad  companies  as  to  the  value  of  their 
property.  It  is  an  element  of  course,  to  be  considered  in  the  determination 
of  rates,  and  it  is  because  we  are  entitled  to  a  return  upon  the  value  of  the 
property.  But  he  has  adopted  a  policy  which  I  say  is  unjust  and  illegal,  and 
his  testimony  upon  the  question  of  the  value  of  the  roads  should  be  excluded 
from  the  consideration  of  the  commission,  and  therefore  his  case  predicated 
upon  that  as  his  base,  falls  to  the  ground. 

Now.  I  undertake  to  say  and  I  urged  it  before  the  commission  when  it  arose, 
that  the  statement  made  by  the  railroads  as  to  the  value  of  their  property  for 
the  purposes  of  taxation  is  inadmissible,  and  not  to  be  considered.  Now.  if 
you  exclude  that,  as  you  must  I  think  under  the  authorities,  upon  what  basis 
are  you  going  to  proceed  to  determine  how  much  they  may  raise  in  revenue 
from  their  roads.  He  has  adopted  that  and  the  further  ascertainment  made 
by  the  State  lioard  of  Equalization,  and  they  are  equally  inadmissible. 

Now,  I  want  to  call  your  attention  to  the  law  of  the  case.  I  read  from  the 
case  of  the  Cincinnati,  Hamilton  &  Indianapolis  Railroad  Company  vs.  McDou- 
gal,  108th  Indiana,  page  182.  "It  was  proposed  to  show  that  five  (horses) 
were  worth  at  least  $250.  This  evidence  was  excluded.  There  was  no  error 
in  this  ruling.  As  against  the  lister,  assessment  lists  are  competent  evidence 
to  show  whether  or  not  the  particular  property  in  controversy  was  claimed  or 
owned  by  him  at  the  time  he  made  the  lists.  Such  lists  are,  however,  not 
competent  either  for  or  against  the  lister  as  original  substantive  evidence  to 
establish  the  value  of  the  article  of  property  for  other  purposes  than  taxation. 
Such  valuations  are  to  be  regarded  as  having  been  made  for  a  special  purpose, 


and  like  admissions  made  for  a  like  purpose  they  are  not  competent  as  origi- 
nal evidence  of  value  for  any  other  than  the  purpose  for  which  they  were 
made,  or  in  a  case  involving- the  question  of  valuation  for  taxation." 

Now,  then,  you  have  excluded,  upon  that  authority,  from  your  considera- 
tion, the  statements  made  by  the  railroads  as  to  the  value  of  their  property, 
and  the  determination  of  the  State  Board  of  Equalization  as  to  the  xalue  of 
the  properties  for  taxation  purposes. 

Now,  I  do  not  know  how  it  may  strike  the  commission,  but  in  a  court  of 
law  where  they  predicate  their  rig-tit  to  proceed  upon  an  essential  element  of 
their  case,  and  that  is  excluded  by  the  law,  the  whole  structure  falls  to  the 
g-round. 

Now.  here  is  a  case  where  they  soug-ht  to  prove  the  value  of  other  property 
by  this  taxing-  list,  and  I  read  from  the  case  of  German  Mutual  Insurance 
Company  ag-ainst  Niewedde.  39th  Northeastern  Reporter,  pag-e  536. 

The  appellee  testified  in  his  own  behalf  as  to  the  value  of  the  stock.  To 
contradict  him  and  prove  the  value  of  the  stock,  appellant  offered  in  evidence 
his  tax  list,  duly  signed  and  sworn  to.  That  is  just  what  it  was  here.  The 
tax  list  duly  signed  and  sworn  to.  The  Court  said: 

"In  refusing-  this  the  Court  did  not  err,  according-  to  the  holdings  of  our 
Supreme  Court  which  we  feel  compelled  to  follow.  In  Railroad  Company 
against  McDougalT  108  Indiana  the  Court  announced  that  'such  lists  are, 
however,  not  competent  either  for  or  against  the  lister  as  original  substantive 
evidence  to  establish  the  value  of  a  particular  article  of  property  for  pur- 
poses other  than  taxation.  Such  valuations  are  to  be  regarded  as  having  been 
made  for  a  special  purpose,  and.  like  admissions  made  for  a  like  purpose,  they 
are  not  competent  as  original  evidence  of  value  for  any  other  than  the  pur- 
pose for  which  they  were  made,  or  in  a  case  involving  the  question  of  valua- 
tion tor  taxation.'  This  comes  to  us  as  the  deliberate  expression  of  the  judg- 
ment of  the  Supreme  Court,  and  we  feel  bound  to  give  it  effect  so  long  as  it 
stands,  unmodified,  as  it  still  does." 

Now,  the  same  rule  has  been  laid  down  in  Massachusetts.  I  read  from 
Randidge  vs.  Lyman.  124  Mass,  at  page  364.  Gray.  C.  J. 

'•Upon  the  most  favorable  construction  for  the  plaintiff,  the  defendant 
made  no  more  than  a  conditional  promise  to  pay  when  he  should  be  able:  and 
upon  such  promise  no  action  can  be  maintained  without  proof  of  his  ability 
to  pay.  No  competent  evidence  of  this  fact  was  offered.  The  tax  book  was 
incompetent  to  prove  the  value  of  the  property  for  any  other  purpose  than 
the  assessment  and  collection  of  the  tax." 

That  is  the  same  principle.  That  is  all  I  care  to  read  of  that  decision.  I 
now  read  from  the  case  of  Flint,  et  al  vs.  Flint.  6th  Allen's  Report,  page  34. 
I  will  only  read  a  line  of  that.  Well,  the  substance  of  that  is  that  the  pro- 
posed evidence  as  to  the  amount  assessed  upon  property  as  shown  upon  the 
assessor's  book  was  not  proper  evidence  with  reference  to  the  actual  value  of 
the  house,  and  the  statement  of  the  party  to  the  same  effect. 

Now.  gentlemen  of  the  commission,  where  else  is  the  value  of  this  property 
to  be  found?  They  are  to  determine  the  pi'oper  income  from  the  railroads, 
predicated,  as  the  Supreme  Court  has  said,  upon  the  present  value  of  the 
property.  You  may  find  that  out  as  best  you  can.  Now  we  have  the  evidence 
of  the  value  of  the  property  found  in  another  form.  One  of  the  gentlemen 
testifying  for  one  of  the  southeastern  roads  here,  testified  that  the  cost  of 
construction  was  $44,000  a  mile — forty-four  and  some  odd  hundreds.  The 
railroads  have  reported  to  you,  and  you  have  acted  on  that  statement,  that 
they  ai-e  valued  at  about  the  sum  of  $61.000  per  mile,  and  I  insist  that  we 
have  the  right  to  take  that  as  the  basis  of  valuation  of  these  properties  in  the 
absence  of  other  and  better  evidence,  and  it  will  be  upon  that  basis  that  I 
make  the  suggestion  I  shall  hereafter  make. 

Now.  a  few  further  prepositions  of  law,  and  then  I  shall  have  done  with 
that  branch  of  the  matter. 

Now.  I  read  from  the  case  of  Smith  vs.  Ames,  169th  U.  S.,  page  466.  The 
parts  that  I  read  from  are  further  on. 

"It  is  said  by  appellants  that  the  local  rates  established  by  the  Nebraska 
statute  are  much  higher  than  the  State  of  Iowa,  and  that  fact  shows  that  the 
Nebraska  rates  are  reasonable.  The  contention  was  thus  met  by  the  Circuit 
Court:  "It  is,  however,  urged  by  the  defendant  that  in  the  general  tariffs  of 


190 

these  companies,  there  is  an  equality;  that  the  rates  in  Nebraska  are  higher 
than  those  in  adjoining-  states:  and  that  the  reduction  by  House  Roll  33  sim- 
ply establishes  an  equality  between  Nebraska  and  the  other  states  through 
which  the  road  runs.  The  question  is  asked:  Are  not  the  people  of  Nebraska 
entitled  to  as  cheap  rates  as  the  people  of  Iowa?  Of  course  relatively  they 
are.  That  is  the  roads  may  not  discriminate  against  the  people  of  any  one 
state  (and  they  are  not  necessarily  bound  to  give  absolutely  the  same  rates  to 
the  people  of  all  the  states)  for  the  kind  and  amount  of  the  business,  and  the 
cost  thereof  are  factors  which  determine  largely  the  question  of  rates,  and 
these  vary  in  the  several  states.  The  volume  of  business  in  one  state  may  be 
greater  per  mile,  while  cost  of  construction  and  maintenance  is  less.  Hence, 
to  enforce  the  same  rates  in  both  states  might  result  in  one  in  great  injustice, 
while  in  the.  other  it  would  be  only  reasonable  and  fair.  Comparisons,  there- 
fore, between  rates  of  two  states  are  of  little  value  unless  all  of  the  elemerrts 
that  enter  into  the  proposition,  are  presented.1" 

Now,  that  is  the  presentation  of  the  view  of  the  Supreme  Court  upon  all 
of  the  testimony  which  they  have  introduced  here  Regarding  this  case  as  a 
case  of  law,  to  be  administered  like  any  other  case,  they  have  no  testimony 
which  the  law  looks  upon  with  favor,  or  regards  with  any  force  whatever. 
They  find  themselves  in  the  condition  then,  that  under  the  law.  the  base  of 
their  proposition  is  shown  to  be  false,  and,  their  testimony  excluded  by  the 
law.  a,nd  their  comparisons  unjust  and  without  force. 

Now,  I  want  to  call  attention  to  Mr.  Barlow's  testimony  here.  Mr.  Barlow 
says  this  on  page  3  of  his  testimony: 

''The  situation  disclosed  in  the  State  of  Illinois,  is  a  most  extraordinary 
one.  and  is  brought  about  by  the  voluntary  acts  of  the  railroad  companies,  so 
it  seems  to  me.  Either  the  scale  of  rates  applicable  onr  interstate  traffic,  or 
traffic  from  East  St.  Louis  via  one  or  more  of  the  lines  is  unreasonably  low, 
and  is  prejudicial  to  the  interest  of  Chicago,  or  else,  on  the  contrary,  the 
rates  in  the  State  of  Illinois  as  applying  generally  on  the  redistribution  of 
the  city  of  Chicago,  are  unreasonably  high."' 

Now,  he  gives  you  one  of  two  things:  That  either  the  interstate  rates  with 
which  he  desires  to  compare  the  schedule  of  maximum  rates  is  either  too  low 
or  it  is  too  high.  Well,  now,  which?  Which  are  they?  Are  the  interstate 
rates  low?  One  of  the  witnesses  of  the  gentlemen  themselves  here  said  that 
they  were  ridiculously  low.  Do  you  remember  the  testimony?  If  not,  I  will 
find  it  here.  One  of  the  witnesses  testified  that  they  were  ridiculously  low. 
and  Mr.  Barlow  says  that  either  these  are  too  high  or  they  are  too  low. 

Now,  we  have  the  right  to  construe  the  testimony  of  these  gentlemen  most 
favorably  to  ourselves  and  unfavorably  to  them.  We  would,  therefore,  con- 
clude that  if  we  would  have  to  reach  one  deduction  or  the  other,  that  the 
interstate  rates  are  too  low. 

He  says  further,  on  page  7  of  his  testimony,  that  his  contention  is  purely  a 
Chicago  contention,  and  relates  only  to  Chicago.  He  compares  rates  only 
east  and  west,  with  rates  only  north  and  south.  Now,  if  that  be  the  case,  if 
his  contention  and  case  is  only  in  the  interest  of  that  Chicago  element,  and 
the  Chicago  element  here  confesses  by  their  solemn  action  before  your  com- 
mission to-day  that  they  are  without  the  pale  of  favorable  judgment,  what- 
ever may  be  the  motives  of  their  action,  that  element  which  he  says  he 
compares  these  rates  for,  and  in  their  interest  and  for  them  only,  without 
regard  to  the  remainder  of  the  State,  he  confesses  today  is  not  here  in  a  posi- 
tion worthy  of  consideration  by  the  commission.  That  is  not  the  question 
which  you  are  to  determine,  as  I  will  try  to  show  elsewhere. 

Now,  he  goes  on  a  little  further,  and  you  will  bear  in  mind,  if  the  commis- 
sion please,  that  I  am  considering  the  only  testimony  which  these  commis- 
sioners have  in  this  case — they  are  concluded  about  all  this  matter  which 
went  before,  and  I  would  almost  call  it  ''stuff"  and  that  would  be  the  proper 
term  if  General  Hamlin  had  not  been  more  refined  in  his  statement — he 
regarded  it  a  little  more  highly  than  I  do,  that  is  all.  Mr.  Barlow  was  asked 
the  question  by  General  Hamlin:  "  What  factors,  in  your  opinion,  enter  into 
the  question  of  fixing  of  a  reasonable  rate  on  a  given  line  of  railway,  speak- 
ing generally?" 


1U1 

"A.  Well,  that  is  a  disputed  question.  Each  traffic  manager  has  his  own 
ideas  as  to  that.  I  would  simply  have  my  idea.  Generally  speaking-,  1  pre- 
sume distance  is  one  factor,  the  volume  of  traffic,  I  mean  by  that  the  density 
of  traffic,  commercial  conditions,  the  grades  of  the  railroad,  the  ease  with 
which  railroads  can  be  operated,  all  of  these  have  some  bearing— none  of 
them  absolute  factors,  but  all  in  the  aggregate  have  some  bearing,  on  the 
adjustment  of  rates." 

Now,  that  is  very  fair,  but  it  never  entered  his  mind,  and  it  seems  not  to 
have  entered  the  minds  of  our  friends  on  the  other  side  that  compensation  to 
the  railroad,  to  the  railroad  company  for  the  service  rendered  takes  into  con- 
sideration all  of  the  elements  which  go  to  make  up  that  service,  is  to  be 
considered  in  the  slightest  degree.  Why,  of  course,  it  is  not  a  matter  of 
consideration!  It  is  not  matter  of  importance  to  these  men  who  have  invested 
their  millions  of  money  in  these  enterprises  that  they  should  have  one  dollar 
of  return!  So  this  star  witness  of  the  gentlemen,  the  witness  who  comes  here 
and  controls  and  operates  this  case  so  long  as  he  is  in  the  presence  of  the  com- 
mission, I  mean  from  the  witness  standpoint,  never  for  a  moment  considers 
that  anybody  else  can  have  any  interest  in  it  except  the  jobbers  of  the  citv  of 
Chicago.  That  is  a  criticism  which  I  think  is  fairly  to  be  made  upon  his  tes- 
timony, that  he  takes  into  consideration  not  in  the  slightest  degree  the 
money  which  has  been  invested  in  these  properties  and  the  right  which  is 
recognized  by  every  just  man.  as  well  as  every  court,  to  a  reasonable  return 
upon  their  properties. 

Now,  if  the  commission  please,  in  determining  the  question  as  to  whether 
there  is  a  necessity  for  the  revision  of  this  schedule.  I  submit  that  these  gen- 
tlemen are  without  legal  forcible  testimony.  What  boots  it  to  this  commis- 
sion if  from  Peoria  to  Arcola  a  sack  of  peanuts  is  charged  two  cents  more 
than  it  ought  to  be?  They  testified  here  that  from  Peoria  to  Arcola,  the  rate 
on  peanuts  was  ten  cents  a  hundred,  and  that  from  Decatur  to  Arcola  it  was 
twelve  cents  a  hundred.  Well,  now  suppose  it  was,  who  cares  whether  it  is 
or  is  not?  They  did  not  even  prove  that  it  went  over  the  same  railroad. 

Then  they  proved  again  that  Brace ville  had  a  rate  from  Chicago  that  was 
higher  than  it  was  from  Indianapolis,  and  they  did  not  take  the  pains  to 
show,  because  they  regarded  it  as  a  matter  of  no  importance  whatever  that  a 
carload  of  freight  ever  went  into  Braceville,  except  to  go  through  it.  Mr' 
Barlow  admits  that  there  is  no  business  .there?  But  we  are  furnished  with 
the  statement  that  it  is  an  infringement  upon  the  rights  of  that  community, 
and  yo\i  must  protect  it.  They  say  that  it  is  a  discrimination,  and  my  friend 
Mr.  Streyckmans,  this  morning  read  for  a  long  time,  rate  after  rate,  which 
he  said  was  discriminative  against  this  community,  and  in  favor  of  another 
without  thinking  that  the  same  administration  practically  in  control  today. 
If  those  things  had  gone  on  as  they  are  complained  to  have  gone  on,  why  did 
not  my  friend.  General  Hamlin.  one  of  the  ablest  and  best  of  our  Attorney 
Generals,  call  it  to  the  attention  of  the  court?  The  State  have  the  right  to 
complain  of  these  discriminations.  They  cannot  say  that  it  was  not  brought 
to  their  attention  because  these  cost  bills,  or  expense  bills,  these  schedules 
of  rates,  these  tariffs,  and  God  knows  what  not,  were  paraded  before  the  com- 
mission here  day  after  day,  and  day  after  day  for  three  long  years,  and  yet 
there  was  nothing  in  them  that  seemed  worthy  of  the  consideration  of  these 
good  officers,  our  good  officers,  and  they  were  good  officers.  It  only  goes  to 
show  that  there  is  nothing  in  them,  and  this  condition  is  brought  about  here 
before  this  commission,  not  because  there  is  a  howling  cry  going  up  from  an 
outraged  community  against  the  railroads,  not  because  of  that,  but  because 
of  some  minor  interests,  such  as  those  men  from  Chicago,  or  some  little 
trader  at  Decatur,  who  wanted  to  make  a  fee,  and  a  bit  more  out  of  the  peo- 
ple than  he  was  doing— they  have  made  all  of  this  cry.  They  are  here  after 
something,  and  they  are  the  beneficiaries  of  this  proceeding.  You  cannot 
stand  by  and  see  the  representatives  of  five  hundred  thousand  of  your  fellow- 
citizens  come  here  and  appeal  to  you  against  any  modification  of  these  rates, 
which  is  going  to  bring  confusion  to  this  community,  and  ask  in  their  mate 
rial  interest  that  you  do  not  do  so,  and  compare  it  unfavorably  with  the 
deman<l  of  a  few  men  who  want  to  make  a  few  mills,  or  a  few  cents  more  on 
a  box  of  hats  than  they  are  now  doing. 


192 

You  cannot  look  about  you  here  today  and  put  your  hand  on  the  interest 
which  suffers.  Is  your  mercantile  interest  suffering-?  Are  these  shippers 
and  wholesalers  of  Chicago  suffering1?  Are  they  not  becoming-  the  merchant 
princes  of  the  world?  Are  they  not  today,  by  their  houses,  and  their  offices, 
and  their  shops,  encircling-  this  world?  They  are  doing-  it.  and  they  cry  out 
ag-ainst  transportation  charges.  The  merchants  of  the  city  are  prosperous 
and  have  no  cause  of  complaint. 

The  manufacturing  industries  of  this  State  are  at  their  highest,  and  they 
are  appealing  to  you  and  protesting  against  any  act  which  may  likely  throw 
into  confusion  their  rates  of  transportation,  and  block  their  way  to  pros- 
perity. 

Are  your  agricultural  interests  suffering?  You  gentlemen  know  that  they 
are  not.  They  are  on  the  very  pinnacle  of  their  prosperity.  There  is  no 
agricultural  condition  in  history,  either  in  the  past  or  today  that  approaches 
the  agricultural  prosperity  which  you  are  witnessing  all  around  you. 

Are  the  traveling  public  satisfied?  Are  they  in  a  condition  to  complain? 
Your  trains  are  loaded  with  them  and  they  travel  in  a  degree  of  luxury  un- 
known to  any  of  our  communities.  Your  millionaires  do  not  live  as  the 
humblest  citizen  of  this  time  lives  when  he  enters  upon  one  of  these  trains 
which  pass  under  your  very  eyes,  and  at  a  rate  less  than  any  other  people 
ever  paid  on  this  earth.  Are  they  crying  out?  Are  they  coming  to  you  and 
appealing  to  you?  Not  a  bit  of  it.  They  are  carried  for  two  cents  a  mile. 
No  transportation  was  ever  given  under  such  conditions  on  God's  earth.  All 
of  your  freight,  all  of  your  passengers  are  carried  reasonably  except  for  some 
of  these  unfortunate  and  mistaken  irregularities  in  rates. 

Now.  can  the  commission  say  that  in  the  light  of  these  facts,  that  a  condi- 
tion exists  which  warrants  you  in  saying  circumstances  require  that  we 
should  make  a  revision  of  the  maximum  schedule?  I  insist  not. 

Now.  what  is  the  evidence  of  the  reasonableness  of  these  rates?  After 
awile  I  will  beg  your  patience  while  I  read  to  you  some  statistics:  but  there 
stands  before  every  man  in  the  land  today  the  highest  evidence  that  there 
is  no  injustice  in  the  rates  charged  by  the  railroads  of  Illinois.  Whenever 
there  is  an  injustice,  whenever  rates  are  hard,  whenever  they  are  grinding 
and  unjust  to  the  various  interests,  you  find  a  condition  in  those  interests 
which  proclaims  it  louder  than  the  voice  of  any  one  man  can  make  it:  and 
if  that  condition  existed  toda^y.  you  would  see  it,  and  you  would  feel  it.  and 
you  would  know  it,  and  the  fact  that  you  cannot  put  your  hand  upon  the 
languishing  interest  in  this  State,  is  a  proof  conclusive  to  my  mind  that  it 
does  not  exist,  and  it  seems  to  me  that  it  is  a  complete  answer — a  complete 
answer  when  a  whole  body  of  five  millions  of  people,  except  a  few. — you 
say  a  few  thousand  men,  and  every  one  of  them  a  trader,  every  one  of  them 
a  man  producing  nothing,  and  living  upon  his  wits,  they  and  they  alone  out 
of  the  five  millions  of  people  of  our  State  make  complaint  here.  I  respect- 
fully submit  that  those  facts  which  are  patent  to  everybody  are  conclusive 
of  our  contention  that  the  maximum  schedule  of  rates  in  our  State  is  not  too 
high . 

Now.  in  referring  to  these  schedules  of  rates,  it  is  admitted  upon  all  hands, 
and  by  everybody  that  the  density  of  traffic,  and  the  density  of  population 
are  elements  largely  to  be  considered,  and  I  take  the  position  that  in  deter- 
mining the  density  of  traffic,  and  density  of  population,  that  these  roads 
coming  from  the  east  to  the  west,  as  all  roads  always  have — the  line  of 
commerce  has  been  from  the  east  to  the  west — it  is  today,  and  it  will  be 
forever;  the  means  of  transportation  are  provided  from  the  east  to  the  west, 
and  the  lowest  rates  and  the  greatest  volume  of  traffic  has  ever  existed  so. 
The  old  camel  trails,  the  old  mule  trails,  and  every  trail  upon  which  com- 
merce originated  and  upon  which  it  was  carried,  has  been  from  the  east  to 
the  west.  It  always  has  been  so.  it  always  will  be  so,  and  in  determining 
this  question  of  rates  you  have  not  the  right  to  take  the  rates  of  traffic 
passing  from  one  state  to  another  into  this  State,  coming  from  the  east 
where  1-hey  are  full  of  business,  and  full  of  people,  because  those  elements 
which  go  to  make  the  rates  are  more  favorable  to  low  rates  in  those  states 
than  thev  are  here. 


193 

Now,  it  is  not  worth  while  for  me  to  spend  time  in  discussing-  local  traffic 
as  compared  with  through  traffic.  It  has  been  laid  before  you.  and  you  all 
understand  it.  I  have  no  doubt,  a  great  deal  better  than  I  do.  The  traffic 
of  the  Pennsylvania  company  has  its  center  in  the  state  of  Pennsylvania. 
It  runs  its  roads  into  this  State,  and  the  rates  which  my  friend  Streyckmans. 
this  morning-  read  from,  and  its  expense  bills  predicted  upon  the  Vandalia 
line,  and  the  lines  belonging-  to  the  Pennsylvania  Company,  they  fix  their 
rates,  and  they  derive  their  earnings  from  that  density  of  traffic  and  of 
population  applicable  in  the  states  of  Ohio,  Indiana,  Pennsylvania  and  New 
York,  where  it  has  its  center.  They,  of  course,  can  make  a  rate  lower  than 
the  State  of  Illinois  can  make.  They  can  make  their  rates  lower  than  any 
north  and  south  road  can  make.  They  always  have  and  they  always  will. 

And  now  Mr.  Barlow  said  in  his  testimony,  when  he  offered  that  testimony 
in  regard  to  the  joint  rates  of  the  railroads  made  with  those  coming  from 
Detroit  ana  Indianapolis  to  Chicago,  and  by  way  of  Chicago  southward,  he 
says:  "I  have  no  idea  that  that  is  the  proper  basis  for  you  to  fix  your 
schedule  of  rates  upon."'  and  he  did  not  introduce  it  for  that  purpose. 

Now,  the  population  of  Pennsylvania  and  Ohio,  and  Indiana  create  a 
density  of  population  on  those  roads,  and  the  traffic  of  those  states  constitute 
the  density  of  traffic,  and  I  invite  the  attention  of  the  commission  to  a  com- 
parison between  that  and  our  own  State. 

Now.  as  stated  to  you  heretofore,  there  are  groups  of  these  states.  Illinois 
finds  itself  in  Group  VI:  Ohio.  Indiana  and  Michigan  in  Group  III;  Pennsyl- 
vania, New  York  and  others  in  Group  II.  The  Pennsylvania  line  for  example 
comes  from  New  York  through  Pennsylvania,  through  Indiana  and  Ohio, 
and  into  the  State  of  Illinois,  and  I  insist  that  the  density  of  traffic  and 
population  there  should  be  considered  by  the  commission. 

Now,  the  testimony,  I  am  reading  from  the  schedules  which  have  been 
introduced  in  testimony  here,  statements  showing  the  relative  density,  ton- 
nage, earnings  and  expenses  of  the  various  roads  operating  in  Illinois,  for 
the  year  ending  June  30,  1904. 

The  Chicago  &  Alton,  Chicago  &  Eastern  Illinois,  Illinois  Central,  Toledo, 
St.  Louis  and  Western  and  the  Big  Four  stand  at  the  head  in  ton  miles  per 
mile  of  road.  The  ton  miles  of  the  Chicago  &  Alton  per  mile  of  road  are. 
1.201.854;  the  gross  earnings  per  mile  are  $12,487.00;  net  earnings,  $4,264.00. 
The  fixed  charges  per  mile,  $3,080.00.  Stock  per  mile,  $42,718.00  Bonded 
debt  per  mile,  $73,224.00.  Total  per  mile,  $115.942.00.  Per  cent  of  operating 
expenses  and  fixed  charges  90.4  per  cent. 

Now,  I  take  that  as  the  highest.  Now,  let  us  take  the  Chicago  &  North- 
western. Its  tons  per  mile  are  549.000;  the  C.  B.  &  O..  oC 1,000;  the  C  G.  W.. 
921,000,  the  T..  P.  &  W..,  and  we  are  acting  today  for  the  T.,  P.  £  W.  as  well 
as  for  other  roads,  has  242,000  ton  mile  per  mile  of  road.  I  will  not  exhaust 
your  patience  by  reading  too  much  of  it. 

These  are  the  trunk  lines  with  which  they  are  comparing  our  rates,  and 
they  are  inviting  the  commission  to  take  those  rates  as  a  basis  of  determin- 
ing here  as  to  the  maximum  rates  of  the  State.  The  Baltimore  &  Ohio  is 
2,096.000,  nearly  double  that  of  the  Chicago  «fc  Alton,  which  stands  about  the 
head  of  the  roads  in  Illinois.  The  Lehigh  Valley  is  2.797,000.  the  New  York 
Central.  1.988,000,  the  Delaware,  Lackawanna  &  Western,  3,598,000.  Now, 
the  Michigan  Central,  coming  down  to  those  we  are  dealing  with,  the  Michi- 
gan Central  is  1.486,000;  the  New  York,  Chicago  &  St.  Louis,  2,504.000; 
the  Pennsylvania  Company,  2,897,000.  a  great  deal  more  than  double  that  of 
the  highest  of  the  Illinois  roads.  The  Pennsylvania  Railroad,  one  of  the 
competitors  here,  4,061,000;  the  P.  C,  C.  &  St.  L.,  2,082.000:  the  Lake  Erie  & 
Western,  1,622,000.  Now  those  are  the  roads  which  find  their  traffic  and  bus- 
iness and  their  earnings  in  that  territory. 

Now,  here  is  a  statement  showing  the  results  in  Illinois  for  its  portion  of 
interest  and  dividend  charges.  I  don't  care  to  take  the  highest  of  them  but 
you  are  dealing  with  all  of  them,  and  I  will  make  this  statement  and  you  will 
find  it  correct  when  you  come  to  investigate  these  statistics.  Out  of  forty 


—18  R  W 


1U4 

roads  which  we  have  here,  sixteen  have  no  earnings  at  all  applicable  to  divi- 
dends, sixteen  of  those  having  funds  applicable  to  dividends  have  less  than  5 
per  cent,  and  only  six  out  of  the  forty  earn  a  dividend  of  more  than  5  per 
cent. 

Now,  it  seems  to  me  that  this  condition  of  things  would  cause  this  com- 
mission to  hesitate  before  it  will  apply  the  knife  to  that  tariff.  It  is  not 
the  Chicago  &  Alton  Railroad,  it  is  not  the  Northwestern,  it  is  not  these 
great  roads  that  you  must  look  after  particularly,  but  it  is  all  of  the  roads 
of  this  State.  How  are  you  going  to  affect  Mr.  Hamill's  road,  of  which  he 
spoke  so  well?  Suppose  you  reduce  the  freight  rates.  The  result  is  that  those 
roads  must  go  out  of  business.  They  must  go  into  the  hands  of  a  receiver, 
and  it  has  not  been  long  since  the  roads  were  in  the  hands  of  receivers.  These 
gentlemen  are  jealous.  They  are  unwilling  that  the  railroad  companies  and 
the  owners  of  railroad  stocks  should  enjoy  at  least  a  small  degree  of  the  pros- 
perity which  has  visited  our  whole  country:  but  they  want  to  put  us  now  ac 
this  season,  not  at  a  time  when  this  appeal  might  be  expected,  but  when  they 
are  making  money,  they  want  to  apply  to  us  a  pruning  scale,  and  take  from 
us  that  which  we  have  now. 

Now,  I  want  the  commission  to  bear  that  in  mind,  that  these  roads  are  not 
earning  a  sufficient  sum  of  money  to  excite  the  jealousy  of  even  the  most  ear- 
nest of  these  jobbers  throughout  the  State.  There  are  only  three  roads  which 
are  earning  as  much  as  the  law  contemplated  that  the  Union  Pacific  might 
earn. 

In  the  charter  of  the  Union  Pacific  Railroad,  it  was  expressly  specified  that 
they  might  earn  ten  per  cent,  and  also  a  sum  in  excess  of  that  for  a  special 
purpose  and  until  they  did  earn  ten  per  cent,  that  the  government  would 
not  undertake  to  control  their  earnings  by  the  regulation  of  rates. 

Now,  ten  per  cent  then,  is  recognized  by  the  Congress  of  the  United  States 
as  not  to  be  a  sum  greater  than  the  railroad  ought  to  earn,  and  I  take  it  is  a 
fair  basis.  It  was  adopted  by  the  New  York  Central  charter,  and  I  take  it  as 
a  fair  basis  that  these  roads  ought  to  be  permitted  to  earn  ten  per  cent  on 
their  investment.  You  want  to  earn  it  on  yours.  I  want  to  earn  it  on  mine. 
The  precarious  business  of  railroading  ought  to  be  entitled  to  more  than 
those  safe  investments,  which  men  make  all  over  the  country  at  rates  from  4 
to  7  and  8  per  cent.  The  railroads  of  this  State  are  not  paying  nearly  as  much 
as  the  lands  of  thi§  State  are  paying.  The  railroads  of  this  State  are  not  earn- 
ing more  than  2  or  3  per  cent  on  their  invested  capital.  The  lands  of  this 
State  are  earning  a  great  deal  more,  and  they  are  safer  and  better  than  the 
government  bonds.  Now,  are  you  uu willing  that  a  man  should  invest  his  money 
in  the  precarious  business  of  railroading  and  receive  10,  12  and  15  per  cent  as 
a  return  for  it?  The  jeopardy  of  the  business  makes  him  entitled  to  a  higher 
rate  of  interest  than  one  which  is  absolutely  secure.  I  know  in  my  own 
county,  men  who  are  realizing  today  12  per  cent  on  their  lands  at  the  valua- 
tion of  $100  an  acre  Suppose  a  man  in  the  railroad  business  should  ask  that. 
My  good  friend,  General  Hainlin,  would  have  a  conniption  fit  over  it. 

Mr.  Hamlin — I  wish  I  could  make  12  per  cent  on  land. 

Mr.  Brown — We  are  doing  it  in  our  county;  yes.  sir.  A  gentleman  told  me 
within  the  last  week  that  his  rents  had  bee'n  over  $12.00  an  acre  for  the  last 
four  years,  and  I  believe  it  is  true.  Pricing  it  at  $100.00  an  acre,  that  would 
be  12  per  cent. 

Something  was  said  about  Indiana,  or  about  Iowa.  Now,  the  truth  of  the 
business  is,  the  rates  are  lower  in  Indiana  than  they  are  here.  The  truth  of 
the  business  is  that  for  short  distances,  they  are  lower  in  Iowa  than  they  are 
here,  and  when  you  get  up  to  the  longer  distances,  they  come  up  to  about  an 
equal  scale,  there  is  no  use  denying  that.  Hut  Iowa  is  not  prospering  like  the 
State  of  Illinois,  and  their  railroad  rates  are  said  by  many  people  to  be  detri- 
mental to  their  interests.  I  have  a  clipping  here  showing  that  the  population, 
even  of  Iowa,  is  falling  off.  It  may  be  because  faey  are  drinking  water,  and 
it  may  be  because  their  railroad  rates  are  not  right.  I  think  that  is  correct. 
Here  it  is  and  it  is  from  a  good  republican  paper,  one  of  your  administration, 
and  I  think  it  is  all  right 

The  Chairman — You  had  better  read  it. 


195 

Mr.  Brown — I  do  not  intend  to  threaten  you  as  Brother  Hamlin  did  this 
morning-,  or  the  administration,  but  I  do  intend  to  call  your  attention,  as  my 
friend  Streyckmans  has  read  to  you  about  the  great  increase  of  manufactures 
in  Iowa,  and  he  says  they  have  increased  in  a  greater  per  cent  than  thejr  did 
in  Illinois.  That  reminds  me  of  the  story  about  an  increase  of  100  percent  in 
a  certain  business  transaction,  and  they  asked  the  question,  how  many  there 
were,  and  the  reply  was,  that  there  was  only  one  before,  and  now  there  were 
two — and  so  it  is  with  your  manufactures  in  Iowa,  there  are  none  today  of  any 
consequence,  and  if  you  would  introduce  a  half  dozen  of  any  importance  there, 
you  would  multiply  the  capitalization  four  or  five  hundred  times. 

Now.  this  paper  says,  and  it  is  from  special  correspondence  to  the  ^Record- 
Herald."  that  a  complete  census  has  been  made  of  twenty-one  counties  of  the 
state  of  Iowa,  which  showed  a  net  decrease  of  744  persons  to  the  county, 
which,  if  kept  up,  would  mean  a  total  decrease  this  year  as  compared  with 
1900.  of  about  75,0()0.  You  can't  say  that  of  Illinois.  There  is  a  little  more 
of  that,  but  I  will  not  read  it. 

Now  I  want  to  call  the  attention  of  the  commission  to  a  diagram,  showing 
the  relation  of  traffic  density  to  earnings,  and  you  will  be  surprised.  This  is 
predicated  upon  the  testimony  here  in  regard  to  the  interstate  commerce 
reports.  Here  are  the  roads  embraced  in  it:  The  New  York  Central;  Erie; 
Baltimore  &  Ohio:  Lehigh  Valley;  Pennsylvania  R.  R.  Co.  The  earnings  per 
ton  per  mile  were  608  one-thousandths  of  a  cent,  that  is  in  that  group  of  roads. 

Now  in  the  third  group  are  the  P.  C.  C.  &  St.  L. :  the  Baltimore  &  Ohio;  the 
Erie:  the  Pennsylvania  Company;  the  Lake  Shore.  The  average  earnings  per 
ton  per  mile  were  596  one- thousandths. 

Now,  in  this  sixth  group,  embracing  Illinois  and  Iowa  and  Missouri,  part  of 
Missouri,  there  is  the  T.  P.  &  W.:  the  C.  &  I.  W.;  B.  &  O,  S.  W.;  the  T.  H. 
&  L;  the  Southern  Railway:  T.  St.  L.  &  W. ;  C.  P.  &  St.  L.;  the  Mobile  & 
Ohio;  Chicago  &  Eastern  Illinois.  The  total  received  by  them  per  ton  per 
mile  was  520  one- thousandths  of  a  cent.  Now,  that  is  less  in  this  territory, 
the  freight  carried  in  your  own  territory  here  is  only  520  one-thousandths  of 
a  cent  per  ton  per  mile.  Would  General  Hamlin  like  to  have  it  less? 

Mr.  Hamlin— Not  less  than  the  C.  «&  E.  I. 

Mr.  Brown — That  is  the  group  of  roads,  and  that  is  the  average,  and  it  is  a 
lower  average  than  any  other  group  in  the  Union.  That  is,  the  rate  per  ton 
per  mile  is  lower  in  your  division  here  than  anywhere  else  in  this  Union. 

Now  many  deductions  might  be  drawn  from  that,  but  against  such  a  state- 
ment as  that,  what  weight  and  effect  will  the  fact  that  a  bag  of  peanuts  is 
charged  more  from  Peoria  to  Arcola  than  it  is  from  Decatur  to  Arcola,  have? 

Now  I  have  urged  upon  the  commission  the  prosperity  of  our  country  here 
as  a  proper  element  to  be  considered,  and  as  an  argument  against  a  disturb- 
ance of  conditions. 

I  want  to  call  your  attention  to  a  diagram  showing  the  percentage  of 
increase  of  manufactures  in  Illinois  from  1890  to  1900.  It  is  not  in  a  form 
that  I  can  give  it  to  the  commission  very  intelligently.  It  is  drawn  after  the 
fashion  of  the  statisticians,  and  showing  the  per  cents  which  I  do  not  fully 
understand.  Maybe  you  can  help  me  here,  Mr.  Miles.  (Confers,  with  Mr. 
Miles.)  Now  take  manufactures  first.  In  Ohio,  the  number  increased  13  per 
cent:  Indiana,  45  per  cent:  Michigan,  38  per  cent;  and  in  Illinois,  87.3  per 
cent  Now.  Chicago,  in  the  State  of  Illinois,  the  increase  in  Chicago  was  92.5 
per  cent  in  the  number  of  manufacturing  industries,  and  in  the  State  of  Illi- 
nois outside  of  Chicago,  it  was  87.3  per  cent.  I  should  judge  they  include  the 
whole  State — 87  in  the  whole  State,  and  92  in  Chicago. 

The  percentage  now  of  capital  invested  in  Chicago,  increased  48  per  cent 
and  that  invested  in  the  State,  the  whole  State,  54.7  per  cent.  The  number 
of  wage  earners  in  Chicago  increased  37  per  cent,  and  in  the  State  increased 
41  per  cent. 

The  amount  paid  out  in  wages  in  Chicago,  increased  25.9  per  cent,  and  in 
the  State,  34  per  cent.  The  amount  of  wages  relates  to  manufactures  of 
course. 

The  cost  of  raw  material  used  increased  in  the  city  of  Chicago  35  per  cent, 
and  in  the  State,  39  per  cent.  In  Chicago  the  value  of  the  product  increased 
33  per  cent,  and  the  State  of  Illinois,  38.6  per  cent. 


196 

Now  take  another  matter  of  interest  to  you  gentlemen  and  myself.  In 
Ohio,  Indiana  and  Michigan,  the  value  of  farm  properties  increased  in  Ohio 
3  per  cent  under  the  influence  of  the  low  rates,  and  in  Indiana  12  per  cent; 
in  Michigan  6  per  cent,  and  in  Illinois  35.6  per  cent. 

Now,  if  your  honors  please.  I  am  not  going  to  take  much  time.  How  much 
time  have  I  got? 

The  Chairman — You  have  got  fifty-five  minutes  more,  Mr.  Brown. 

Mr.  Brown — Well,  I  don't  want  it.  I  want  to  express  my  appreciation  of 
the  consideration  which  has  been  shown  me.  I  have  not  said  what  I  ought 
to  have  said,  and  I  have  said  it  poorly,  but  my  desire  is  earnest  to  impress 
upon  the  commission  here  that  this  is  not  a  time,  and  there  is  not  an  occasion, 
and  there  is  no  call  whatever  for  a  change  of  these  rates.  There  can  be  no 
tampering  with  them  without  some  danger  of  disaster,  and  the  business 
interests  of  this  State  are  contented  and  satisfied.  The  railroad  companies 
are  not  earning  nearly  so  much  money  as  they  are  entitled  to,  and  I  think 
that  all  elements  considered,  this  commission  ought  not  to  tolerate  the  idea 
of  making  any,  that  is.  by  way  of  reduction  of  these  rates. 

Now  I  must  find  a  little  fault  with  my  friends  upon  the  other  side.  They 
talk  about  inequality,  that  it  is  unequal  between  this  town  of  Bunker  Hill 
and  High  Point,  or  Downer's  Grove  and  Funk's  Pond,  and  all  those  things. 
Maybe  it  is  so,  but  has  that  any  natural  or  rational  connection  with  revising 
the  rates  in  this  State?  You  might  as  well  have  said  that  forty  men  died  of 
cholera  last  winter  in  East  St.  Louis,  and  then  follow  up  by  saying  for  that 
reason  you  ought  to  reduce  the  rates.  It  is  an  absurdity  that  seems  to  me 
so  gross  that  no  good  language  will  characterize  it.  It  is  nonsense  with  a 
dozen  blanks  before  it.  Suppose  the  rate  is  higher  from  Chicago  to  a  point 
down  on  the  Chicago  &  Eastern  Illinois  road  than  it  is  over  into  Indiana,  is 
the  remedy  to  be  had  a  reduction  of  your  maximum  rates?  It  is  hardly 
tolerable  for  fair  consideration.  That  seems  to  be  the  remedy  for  all  things. 
That  is  a  remedy  for  only  one  thing,  and  that  is  the  insatiate  greed  of  these 
men  who  disturb  the  whole  prosperity  of  this  State  in  order  that  they  may 
make  25  per  cent  more  in  their  business  of  jobbing  from  Decatur  backwards. 
They  want  to  trade  backwards — ;'I  am  mad  because  I  can't  trade  east  as  far 
as  they  trade  west.'"  If  there  is  no  objection  in  the  law,  there  is  no  objection 
on  the  part  of  the  railroads.  Why  don't  Decatur  sell  her  hats  and  caps,  and 
boots  and  shoes  in  Indianapolis  if  she  wants  to?  They  have  got  a  perfect 
right  to  do  it.  and  she  has  got  just  as  good  rates  from  Decatur  to  Indianapolis 
as  they  have  from  Indianapolis  to  Decatur.  But  they  are  running  up  against 
the  progress  of  the  world,  that  is  all  there  is  to  it.  They  want  to  stay  it. 
but  they  will  not  stay  it.  Mr.  Barlow  said  he  wanted  to  trade  like  St.  Louis 
traded.  St.  Louis  comes  up  into  their  territory,  and  therefore  he  would  reduce 
the  rates.  St.  Louis  trades  just  like  the  railroads  give  them  facilities  for 
trading  backwards  and  forth,  and  all  of  these  men  in  Peoria,  Bloomington 
and  in  Decatur  and  Springfield  have  just  as  much  right  and  just  as  good  op- 
portunity to  invade  the  territories  east  as  those  fellows  have  west,  if  there 
were  not  other  natural  causes  there  against  them,  and  which  they  cannot 
face  and  stop. 

Now,  when  you  come  to  examine  this  case,  you  will  find,  as  I  have  earnestly 
urged  in  my  humble  judgment,  that  the  law  is  against  them  on  the  case 
which  they  have  made.  Their  evidence  is  not  legal.  It  is  not  admissible 
under  the  decisions  of  the  Supreme  Court  of  the  United  States,  and,  therefore, 
they  might  be  thrown  out  of  court.  But  if  you  take  the  broader  view  of  it 
and  say  that  as  a  commission  you  are  going  to  investigate  it  and  determine 
what  should  be  done  with  it.  then  we  ask  you  to  view,  not  one  particular 
interest,  but  all  these  great  interests  which  you  must  subserve  and  which 
your  action  enda7igers. 

I  thank  you.  gentlemen,  for  your  kind  attention,  not  only  in  this  little 
address,  but  in  the  whole  progress  of  this  case. 

A  recess  was  here  taken  at  5:43  p.  m.  to  8:00  p.  m.  of  the  same  day, 
viz:  Tuesday,  July  11.  1905,  at  which  time  the  commission  again 
convened. 


197 

Thereupon  Mr.  Hamlin  addressed  the  commission  in  behalf  of  the 
petitioners,  as  follows: 

ARGUMENT  BY  MR.  HAMI.IN. 

Mil.  CHAIRMAN:  GENTLEMEN  OF  THE  COMMISSION — Before  proceeding-  to  dis- 
cuss the  merits  of  this  controversy.  I  desire  to  settle  the  question  so  far  as 
the  law  is  concerned  as  to  the  adinissibility  and  competency  of  certain  evi- 
dence offered  by  us,  being1  the  returns  made  by  the  railroad  companies  to  the 
State  Auditor. 

Mr.  Brown  contends,  on  behalf  of  the  defendants  here,  that  that  testimony 
is  not  admissible,  and  he  cited  an  Indiana  case — two  Indiana  cases,  and  two 
Massachusetts  cases.  He  found  the  only  two  states  in  the  Union  that  hold 
to  that  doctrine.  The  entire  weight  of  authority  is  directly  opposite  to  his 
contention.  In  our  own  State  here,  in  which  I  think  I  will  be  borne  out  by 
Mr.  Brown  himself,  and  by  the  other  counsel  here,  we  have  introduced  in 
evidence  where  the  question  of  valuation  of  property  came  up  in  a  trial 
court,  we  have  introduced  the  statement  made  by  the  owner  of  the  property 
as  to  its  valuation  frequently  in  court,  in  the  Circuit  Courts  in  the  trial  of 
cases  that  involved  the  valuation  of  that  property.  The  rule  laid  clown  by 
the  courts  is  this:  "Where  the  statement  of  the  valuation  of  property  is  made 
by  the  Assessor,  it  is  not  admissible:  where  the  valuation  is  made  by  the 
Board  of  Review,  it  is  not  admissible  to  show  wrhat  that  valuation  was,  but 
where  the  owner  himself,  over  his  own  signature,  makes  a  representation  in 
his  assessment  blank  as  to  the  value  of  property,  that  is  admissible  under 
the  well-known  elementary  rule  of  law  that  any  admission,  either  verbal  or 
written,  made  by  a  party  against  his  own  interest  is  admissible  That  is  the 
rule  in  Illinois,  and  it  has  never  been  contended  in  this  State,  so  far  as  I 
know,  that  any  other  rule  obtains. 

Of  course,  all  declarations  and  admissions  that  a  man  makes  against  his 
own  interests  are  regarded  not  as  conclusive  testimony  at  all,  never  has  been, 
but  it  is  competent  and  is  admissible. 

Now,  the  Supreme  Court  of  Pennsylvania — that  is  144th  Pennsylvania,  on 
page  365.  and  it  is  directly  in  point  with  the  contention  here: 

"The  value  of  the  capital  stock  of  the  Bridge  Company,  being  an  element 
to  be  considered  in  ascertaining  the  damages,  returns  made  by  the  Company 
to  the  Auditor  General  for  the  purpose  of  taxation,  setting  forth  a  valuation 
of  the  stock  upon  the  oath  of  its  officers,  were  admissible  against  it."  Now, 
the  Pennsylvania  decisions  are  in  line  with  the  Illinois  rule,  which  is  the  old 
common  law  rule  of  admissions  against  interest.  That  case  is  directly  in 
point  upon  this  question.  There  was  a  sworn  return  made  by  the  officer 
of  the  corporation  to  the  Auditor  General  of  Pennsylvania  as  to  the  value  of 
this  stock,  and  it  was  held  it  was  admissible  in  a  proper  suit  as  against  their 
interest. 

This  is  the  95th  Georgia,  on  page  387:  "The  value  of  stock  of  a  corporation 
and  the  amount  at  which  its  property  is  returned  for  taxation,  though  not 
conclusive,  is  competent  evidence  bearing  upon  the  value  of  the  property 
owned  by  the  corporation.'' 

Mr.  Brown — For  what  purpose,  General,  taxation? 

Mr.  Hamlin — This  was  not  for  taxation,  neither  was  the  Pennsylvania  case 
for  taxation.  In  any  case  where  evidence  is  admissible  against  a  party's 
interest  is  an  admission,  it  is  competent.  Neither  one  of  these  were  tax 
cases.  One  was  a  condemnation  suit — I  don't  know  whether  this  is  the  case 
or  not — it  only  supports  the  well  settled  rule  in  this  State. 

Mr.  Streyckmans— This  a  condemnation  case,  the  Pennsylvania  case,  taking 
it  for  county  purposes. 

Mr.  Hamlin — This  is  a  condemnation  case.  The  value  of  the  property 
sought  to  be  condemned,  the  value  of  it,  has  been  represented  in  a  sworn 
statement  to  the  auditor  for  the  purpose  of  taxation,  and  the  question  came 
up  in  the  condemnation  suit  as  to  the  value  of  that  property,  and  that  was 
offered,  which  your  honor  knows — you  know  the  rule  in  Illinois.  There  is  no 
doubt  about  it. 


198 

And  here  is  a  condemnation  case.  This  is  an  Alabama  decision,  Volume  89, 
page  307. 

By  the  revenue  law  every  person  liable  to  taxation  is  required  to  render  to 
the  assessor  all  the  items  of  property  and  the  value  of  each  item,  upon  which 
he  is  liable  to  be  taxed.  From  this  list  the  assessor  makes  out  the  assessment 
on  which  the  taxpayer  is  required  to  subscribe  an  affidavit  that  list  returned 
by  him  to  the  assessor  contains  a  full  and  true  statement  of  the  property  and 
other  subjects  of  taxation  with  which  he  is  chargeable,  and  the  value  thereof. 
That  is  the  statute  of  Alabama,  almost  similar  to  ours. 

The  value  to  be  stated,  says  the  court,  is  the  market  value  in  money.  It  is 
true  the  assessor  is  not  bound  by  the  owner's  valuation.  He  may  himself 
ascertain  and  determine  the  value  according  to  his  best  judgment  from  informa- 
tion, inspection  or  otherwise,  but  the  owner  is  required  in  the  first  instance 
to  return  a  verified  valuation.  A  universal  rule  is  that  the  admissions  and 
declarations  of  a  pa.rty  are  admissible  against  him.  On  this  rule  it  has  been 
held  that  the  declarations  of  the  owner  as  to  the  value  of  the  land,  are  com- 
petent as  independent  evidence  against  him  in  condemnation  proceedings  as 
evidence  bearing  upon  the  value  of  the  property. 

That  was  in  a  condemnation  suit  in  which  they  introduced  the  return  made 
in  the  manner  required  for  the  purpose  of  taxation  against  his  interests,  in- 
volving the  condemnation  of  that  property,  and  states  what  the  rule  is,  and 
that  is  the  rule  in  Illinois  as  is  well  known. 

This  is  a  Colorado  report,  Volume  2,  page  640;  upon  the  question  of  the 
number  and  value  of  cattle  in  a  herd,  a  tax  schedule  made  by  defendant's 
agent  at  his  request,  showing  those  facts,  is  competent  evidence  against  him. 

That  is  where  it  was  made  by  the  agent  at  the  request  of  the  owner.  There 
is  no  need  of  reading  any  more. 

These  authorities  sustain  what  is  the  well  settled  rule.  This  is  the  115th 
Indiana. 

Where  the  amount  of  property  owned  by  a  party  is  in  controversy,  a  tax 
list  returned  by  him  to  the  assessor  under  oath,  purporting  to  give  a  full  list 
of  all  his  personal  property,  is  admissible  in  evidence  against  him  for  the 
purpose  of  showing  the  particular  articles  of  personal  property  owned,  or 
claimed  by  him  at  the  time  of  such  return,  and  to  impeach  his  testimony  given 
at  the  trial. 

That,  however,  does  not  touch  the  subject  of  valuation. 

But  if  you  desire  to  go  any  further  in  this  matter,  you  will  find  that  the 
universal  weight  of  authority,  is  based  upon  the  universal  rule  of  admissions 
and  declarations  against  the  party's  own  interest  being  admissible. 

Now,  in  this  case,  the  application  of  that  rule  in  law  is  pertinent  because 
the  valuation  of  property  here  involved,  namely  the  value  of  the  railroads  per 
mile,  is  an  element  that  enters  largely  into  the  question  of  rates,  as  I  will 
demonstrate  a  little  further  along. 

Now,  leaving  that,  I  want  to  call  your  honors' attention  to  two  propositions: 
First,  the  position  occupied  by  the  railroad  companies  in  this  hearing  under 
the  law  of  this  State:  second,  as  to  your  honors'  powers  under  the  law;  and 
third,  as  to  what  is  required  of  the  railroad  companies  in  compliance  with  the 
law. 

In  the  first  place,  the  Constitution  provides  that  the  directors  of  every  rail- 
road corporation  shall  annually  make  report  under  oath  to  the  Auditor  of 
Public  Accounts,  or  to  some  officer  to  be  designated  by  law.  of  all  of  their  acts 
and  doings,  which  report  shall  include  such  matters  relating  to  railroads  as 
may  be  prescribed  by  law;  and  the  General  Assembly  shall  pass  laws  enforcing 
by  suitable  penalties  the  provisions  of  this  section.  That  is  one  provision, 
that  they  shall  annually  make  reports  under  oath  to  the  Auditor  of  Public 
Accounts,  or  to  some  officer  to  be  designated  by  law.  of  all  their  acts,  doings, 
and  so  forth. 

The  next  provision  of  the  Constitution  applies  to  the  rate  question,  and 
that  reads  as  follows: 

"Railroads  heretofore  constructed,  or  that  may  hereafter  be  constructed  in 
this  State,  are  hereby  declared  public  highways,  and  shall  be  free  to  all 
persons  for  the  transportation  of  their  persons  and  propertj^  thereon,  under 
such  regulations  as  may  be  prescribed  by  law.  But  the  General  Assembly 


199 

shall  from  time  to  time,  pass  laws  establishing-  reasonable  rates,  maximum 
rates  of  charges  for  the  transportation  of  passengers  and  freight  on  the  dif- 
ferent roads  of  the  State.'" 

That  is  the  Constitutional  provision  that  was  placed  in  the  Constitution  in 
1870.  Under  that  power,  the  Legislature  might  have  passed  a  law  fixing, 
themselves,  the  maximum  schedule  of  rates.  They  did  not  do  it.  Ilacl  they 
passed  such  a  law.  and  fixed  the  maximum  schedule  of  rates,  in  my  judgment 
an  act  under  that  Constitutional  provision  could  have  been  passed,  fixing 
those  maximum  rates,  which  could  not  be  disputed  by  any  court  in  the  State 
as  to  their  reasonableness,  or  unreasonableness,  not  saying  they  could  not  be 
enjoined  under  the  XlVth  Amendment  of  the  Federal  Constitution  for  a  con- 
fiscation of  property  if  the  rates  were  so  low  as  to  amount  to  a  confiscation  of 
property.  But  it  is  not  necessai'y  to  discuss  that  one  way  or  the  other. 
They  did  not  do  it.  And  instead  of  fixing  the  maximum  schedule  of  rates 
themselves  by  a  legislative  act,  they  delegated  certain  authority  to  a  Board 
of  Railroad  and  Warehouse  Commissioners;  and  in  the  delegation  of  that 
power,  and  in  defining  under  the  statute  what  the  duties  of  the  Commission 
were,  and  what  the  duties  of  the  railroads  were  they  did  not  conclude  the 
railroad  companies  from  attacking  in  the  courts  of  this  State,  any  rate  that 
you  might  fix.  It  is  not  necessary  here  to  quote  the  provisions  of  the  XlVth 
Amendment  to  the  Constitution  of  the  United  States,  because  in  a  case  involv- 
ing in  this  State  the  two-dollar  terminal  charge  imposed  by  the  Chicago  & 
Alton  Railroad  Company  at  Chicago,  in  the  Union  Stock  Yards,  that  rate  was 
attacked  by  nryself  in  a  suit  in  the  Circuit  Court  of  this  county,  where  the 
railroad  company  was  represented  by  Judge  Green,  then  living  here,  a  well 
known  lawyer,  and  it  was  agreed  upon  all  hands  that  under  the  provisions  of 
the  statute  empowering  you  to  make  a  maximum  schedule  of  rates,  that  the 
courts  of  the  State  had  the  power  to  pass  in  a  judicial  proceeding,  upon  the 
rates  established  by  your  Commission,  or  upon  any  terminal  charge  growing 
out  of  the  fixing  of  rates,  and  I  do  not  think  there  is  any  doubt  about  it,  that 
the  railroad  companies  can  go  into  court  as  to  any  rate  that  you  may  wake, 
and  in -a  proper  proceeding  test  the  reasonableness  or  unreasonableness  of 
that  rate. 

Now.  what  are  the  provisions  of  the  statute  that  was  passed  under  that 
Constitutional  provision? 

The  statute  provided  for  the  appointment  of  three  Commissioners  every  two 
years.  They  were  to  be  in  no  way  connected  with  railroad  companies,  or 
warehouses;'  not  to  be  directly  or  indirectly  interested  in  any  stock,  bond,  or 
other  property  of  railroads  or  warehouses:  not  to  be  in  the  employment  of 
any  railroad  company  or  warehouseman  and  they  may  be  removed  in  the  dis- 
cretion of  the  Governor. 

Now,  all  railroads  that  are  incorporated  in  Illinois,  or  doing  business  in 
Illinois,  are  required  to  do  certain  things.  ''Every  railroad  company  in- 
corporated or  doing  business  in  this  State,  or  which  shall  hereafter  become 
incorporated,  or  do  business  under  any  general  or  special  law  of  this  State 
shall,  on  or  before  the  first  day  of  September,  in  the  year  1871.  and  on  or 
before  the  same  day  in  each  year  thereafter,  make  and  transmit  to  the  Com- 
missioners appointed  by  virtue  of  this  act,  at  their  office  in  Springfield,  a  full 
and  true  statement  under  oath  of  the  proper  officers  of  said  corporation,  of 
the  affairs  of  their  said  corporation  as  the  same  existed  on  the  first  day  of  the 
preceding-  July  specifying  as  follows:" 

Now  I  call  your  attention  for  this  purpose  to  this  statute,  that  it  cannot 
proceed  from  the  mouth  of  your  clients  here,  gentlemen,  a  favor  on  your 
part  to  comply  with  the  law  to  furnish  necessary  information  and  impose 
upon  me  or  m'y  clients,  the  duty  which  you  have  neglected.  And  under  the 
rules  of  law,  you  cannot  shift  the  burden,  and  you  cannot  be  heard  to  com- 
plain as  to  the  consequence  which  may  result  therefrom.  Now,  what  did 
they  do?  First,  the  statute  provides  that  they  shall  report  "The  amount  of 
capital  stock  subscribed,  and  by  whom  "  You  won't  find  that  in  your  reports. 
You  will  find  an  attempt  to  give  the  amount  of  capital  stock,  but  subscribed 
by  whom,  in  the  years  as  they  come  and  go,  from  the  organization  of  the 
corporation  to  the  time  of  making  a  given  report,  and  the  changes  that  have 
been  made,  they  fail  to  report  and  have  for  years,  as  1  have  ascertained  from 
the  examination  of  these  reports  for  years  back. 


200 

Third.     The  amount  of  capital  stock  paid  in,  and  by  whom? 

Fourth.     The  amount  of  assets  and  liabilities. 

They  make  a  general  balance  sheet  in  the  report,  that  might  be  said,  if  it 
was  full,  to  meet  that  requirement. 

Sixth.  The  amount  of  cash  paid  to  the  company  on  account  of  the  original 
capital  stock. 

Seventh.     The  amount  of  funded  debt. 

Eighth.     The  amount  of  floating  debt. 

Ninth.     The  estimated  value  of  roadbed,  including  iron  and  bridges. 

Tenth.     The  estimated  value  of  rolling  stock. 

Eleventh.     The  estimated  value  of  buildings  and  fixtures. 

Twelfth.     The  estimated  value  of  other  property. 

Thirteenth.     The  length  of  single  main  track. 

Fourteenth.     The  length  of  double  main  track. 

Fifteenth.  The  length 'of  branches,  stating  whether  they  have  single  or 
double  track. 

Seventeenth.  Number  of  miles  run  by  passenger  trains  during  the  year 
preceding  the  making  of  the  report. 

Eighteenth.  The  number  of  miles  run  by  freight  trains  during  the  same 
period. 

Nineteenth.  The  number  of  tons  of  through  freight  carried  during  the 
same  time. 

That  they  do  not  give.  They  give  you  the  total  number  of  tons  of  freight 
carried. 

Twentieth.  The  number  of  tons  of  local  freight  carried  during  the  same 
time. 

Now.  I  stop  right  here  to  say  this:  It  is  true  as  a  matter  of  law  that  the 
rates  that  you  establish  are  to  be  governed  by  the  number  of  tons  of  freight 
carried,  and  freight  earnings  within  the  State  of  Illinois.  Your  jurisdiction 
does  not  extend  outside  of  the  State  of  Illinois.  But  it  is  not  true  that  you 
cannot  consider  interstate  rates  even  under  the  decision  of  Smith  vs.  Ames. 
It  is  not  true  that  you  cannot  consider  rates  in  other  states  adjoining!  The 
limitation  upon  that  rule  is  this:  If  the  conditions  are  similar  you  can 
consider  them,  but  if  they  are  dissimilar  as  they  were  in  Nebraska  case, 
why  you  cannot  consider  them.  That  decision  has  been  modified  in  174th 
United  States,  which  1  will  read  later  on,  showing  that  the  Court  did  not 
expect  to  be  understood  that  you  could  not  consider  interstate  rates,  or  rates 
in  other  states,  and  modifies  to  some  extent  the  rule  laid  down  in  Smith  vs. 
Ames.  It  is  true  that  you  must  fix  your  rates,  your  maximum  schedule  of 
rates  based  upon  the  business  done  within  the  State,  and  it  also  true  that 
these  gentlemen  are  required  to  furnish  you  under  oath  the  information  upon 
which  you  can  fix  those  rates.  They  have  failed  to  do  it  since  1897.  There 
they  were  in  1897.  If  your  honors  will  look  there,  you  will  see  that  the 
revenue  is  divided.  If  you  will  look  at  that,  there  is  the  revenue  from  local 
freight.  Since  1897  they  have  not  made  a  single  report  to  -this  commission 
showing  the  amount  earned  from  local  freight.  They  have  deprived  you  of 
the  information  which  they  say  that  you  must  base  the  rates  upon,  and  which 
the  statute  requires  them  to  furnish  under  oath.  They  fail  to  furnish  it  and 
leave  you  powerless  to  determine  from  freight  revenues  in  the  State  what 
rate  should  be  charged,  what  maximum  rate  should  be  fixed.  The  last  report 
in  which  they  make  the  division  is  that  one  of  1897. 

The  twentieth  clause  of  the  statute  under  which  you  are  operating,  and 
under  which  they  are  operating,  requires  the  number  of  tons  of  local  freight 
carried  during  the  same  time. 

Twenty-first.  Its  monthly  earnings  for  the  transportation  of  passsengers 
during  the  same  time. 

Twenty-second.  Its  monthly  earnings  for  the  transportation  of  freight 
during  the  same  time. 

Twenty-third.     Its  monthly  earnings  from  all  other  sources,  respectively. 

They  do  not  do  any  of  that.  Evidently,  the  Burlington  Road  keeps  those 
accounts.  If  these  gentlemen  wish  to  escape  from  the  conditions  in  this 
case,  they  should  have  complied  with  the  law  and  furnished  you  with  the 
information  that  the  statute  requires.  But  instead  of  doing  that,  they  say  to 


201 

the  complaining  parties  here:  "You  have  not  proven  so-and-so,  how  can  we 
tell  from  any  proof  that  you  have  got  here,  what  your  capital  stock  is?  You 
have  introduced  no  proof.'"  Why?  The  proof  is  within  your  hands.  The 
law  requires  you  to  report  it.  You  say  you  do  not  report  it  and  we  have  to 
take  advantage  of  such  testimony  as  we  can  lay  our  hands  on.  You  s_ay  that 
the  law  requires  that  rates  shall  be  based  upon  freight  revenues  within  the 
State.  True,  but  you  fail  to  furnish  the  information  required  under  the  law, 
and  then  you  say:  "What  are  you  going  to  do  about  it?"  Well,  I  will  show 
you  later  on  just  what  we  are  going  to  do,  and  just  what  we  have  to  do, 
and  just  what  you  will  do.  Well,  they  say:  ''You  can  prosecute  us  for  not 
doing  it.''  Is  that  any  answer?  They  say:  "We  discriminate."  My  Brother 
Brown  says:  "We  discriminate,  it  is  true  we  violate  the  law  against  dis- 
crimination, but  prosecute  us.''  That  is  not  what  we  are  after.  We  are 
after  now  a  fixing  of  a  reasonable  maximum  schedule  of  races  in  this  State. 
It  is  not  a  question  of  recovering  a  penalty  against  the  railroads  for  failing 
to  do  their  duty. 

Now,  that  being  the  case,  they  having  failed  to  furnish  the  information 
required  by  law  of  their  freight  earnings  within  the  State  of  Illinois,  their 
passenger  earnings  within  the  State  of  Illinois,  the  amount  of  local  freight 
hauled  within  the  State  of  Illinois,  having  failed  to  do  that,  we  have  to  take 
that  which  they  do  furnish  us,  and  that  is  their  total  feright  earnings,  both 
upon  local  and  interstate  haul,  their  revenue,  both  from  local  and  interstate. 
If  you  do  not  want  us  to  see  that,  then  you  should  have  complied  with  the 
statute.  We  have  a  right  to  assume,  and  I  do  assume  for  the  purpose  of  this 
argument,  and  the  courts  of  Illinois  will  assume,  if  you  desire  to  test  the 
question,  if  these  rates  should  be  reduced,  the  courts  of  Illinois  will  assume, 
and  the  Federal  Courts  will  assume  that  you.  having  failed  to  comply  with 
the  plain  provisions  of  the  statute,  that  you  have  got  to  take  the  conse- 
quences, and  having  made  a  report  in  which  you  mix  your  local  business 
with  your  through  business,  both  passenger  and  freight,  mix  your  revenue 
both  local  and  interstate  together,  you  have  made  the  mixture  and  you  have 
got  to  stand  by  the  result.  That  is  what  you  have  got  to  do,  and  you  have 
got  to  take  the  burden  of  the  earnings  shown  by  you  upon  your  lines  appor- 
tioned to  Illinois,  of  both  local  and  through  freight,  both  local  and  interstate 
rates  and  revenue  earnings.  You  cannot  shift  the  burden  by  saying,  "We 
failed  to  comply  with  the  law,  hence  we  shall  go  scott  free." 

Now,  then,  to  show  you  that  they  do  keep  such  accounts,  and  that  they 
have  got  them  in  their  books  is  demonstrated  to  a  certainty  by  the  answer 
made  here  by  the  Chicago,  Burlington  £  Quincy  Railroad.  When  they  say: 
"In  the  month  of  August" — this  is  their  answer  now  to  this  complaint  for  the 
making  of  reasonable  maximum  schedule  of  rates.  They  say — "In  the  month 
of  August.  1902,  we  carried  251,900  tons  of  freight  between  points  within  the 
State  of  Illinois,  for  which  we  charg-ed  $355.828.98.  Had  this  same  freight 
been  charged  according' to  the  authorized  maximum  rates,  our  charges  would 
have  been  $464,617.89,  the  difference  being  $108,788.91,  or  23.4  per  cent  less 
than  the  maximum  rate." 

That  is  for  the  month  of  August.  Why  did  they  take  the  month  of  August? 
Because  the  statute  requires  them  to  make  monthly  reports.  They  do  not 
make  them  to  you.  but  they  keep  them  on  their  books.  They  could  make 
them  to  you  if  they  would  comply  with  the  law.  They  do  keep  them.  There 
is  the  evidence  of  the  keeping  of  them. 

Suppose  they  had  made  their  monthly  reports  as  required  by  the  statute, 
could  not  you  have  told  how  many  tons  of  freight  they  carried  in  Illinois? 
Could  not  you  have  told  the  revenue  derived  from  it?  And  these  gentlemen 
say  that  is  what  you  have  got  to  fix  the  rates  upon,  and  they  confess  here 
that  in  the  month  of  August  they  carried  the  local  freight  from  points  within 
Illinois  to  points  within  Illinois  at  a  freight  rate  23.4  per  cent  less  than  your 
schedule.  If  they  carried  it  for  23.4  per  cent  less  in  the  month  of  August, 
and  the  statute  required  them  to  keep  monthly  accounts  in  their  books,  then 
they  carried  for  every  other  month  in  the  year  for  23.4  per  cent  less.  They 
did  not  all  at  once,  in  the  month  of  August,  resolve  in  their  own  minds,  out 
of  charitable  instincts  to  the  public,  resolve  that  they  would  reduce  rates  23.4 
per  cent.  On  the  contrary  they  were  keeping  their  books  in  compliance  with 


the  law,  and  they  simply  took  the  month  of  August  and  I  will  volunteer  the 
assertion  that  if  you  had  the  Burlington  books  here  today,  that  they  took  the 
lowest  month  in  the  year.  Why  don't  you  make  your  reports  and^then  com- 
plain to  us  and  this  commission  that  you  cannot  establish  rates  and  consider 
interstate  business  in  connection  with  local  business?  What  are  we  going  to 
do?  That  is  all  you  do.  That  is  all  you  report. 

Now  then,  what  position  are  they  in?  Here  are  two  items  of  freight,  local, 
which  is  from  points  within  Illinois  to  points  within  Illinois,  and  here  is 
interstate,  which  originates  in  Illinois  and  is  transported  outside,  or  origin- 
ates outside  of  Illinois,  and  is  transported  in.  that  is  interstate  business. 
What  is  the  proof  here?  At  what  are  you  carrying  the  interstate  business, 
gentlemen?  As  high  as  the  schedule  of  maximum  rates  fixed  by  this  Board? 
You  are  carrying  them  on  the  Central  Freight  Association  schedule  as  proved 
in  this  record.  As  prove!  in  this  record.  The  freight  that  originates  in  Illi- 
nois, that  you  are  shipping  west  or  east,  you  are  carrying-  from  25  to  50  per 
cent  below  the  Illinois  schedule.  That  is  the  proof  here. 

In  all  of  this  interstate  business  done  from  the  east  into  Illinois,  we  prove 
that  it  is  done  at  a  rate  of  from  25  to  50  per  cent  below  your  rate,  gentlemen, 
your  maximum. 

Mr.  Brown  tells  iis  that  the  great  commerce  of  the  country  travels  from  the 
east  to  the  west.  True.  And  he  complains  about  Mr.  Barlow  comparing  north 
and  south  rates  with  east  and  west  rates.  That  leads  me  to  observe  that  there 
is  in  this  hearing  practically  but  two  railroads,  that  to  the  casual  observer 
that  has  been  here  through  this  trial,  will  appear  to  be  very  much  interested 
in  the  result  of  your  deliberations,  and  the  scale,  the  maximum  rate  that  you 
fix,  and  that  is  the  Illinois  Central  and  the  Alton.  Why?  Because  this  com- 
merce that  my  friend  Brown  is  talking  about  from  the  east  into  Illinois,  and 
across  Illinois,  is  causing  these  products  to  be  carried  over  these  lines  of  rail- 
road at  a  much  less  rate  than  you  are  fixing,  than  your  schedule  of  rates  as  it 
is  now  fixed. 

Then  you  report,  and  mix  the  two  things,  the  interstate  revenue  and  the 
local  revenue.  You  do  that.  You  report  that,  and  then  you  put  witnesses 
upon  the  stand.  Mr.  Keepers  for  the  Illinois  Central — nobody  has  appeared 
here  for  the  Alton,  traffic  manager  or  even  clerk.  My  friend  Brown  has 
shouldered  upon  his  shoulders,  and  is  still  carrying  the  burden  of  the  Chi- 
cago &  Alton  Railroad,  from  a  capitalization  of  $30,000  a  mile  to  §130.000  a 
mile.  No  wonder  that  my  friend  Brown  quit  and  moved  to  the  country.  No 
man  can  ever  carry  that  load  on  his  shoulders  and  pay  the  interest  on  the 
funded  debt,  and  dividends  upon  the  stock,  upon  any  reasonable  schedule  of 
rates  that  ever  was  invented  by  the  hand  of  the  Almighty  Himself.  You  can- 
not do  it. 

Now  then,  Mr.  Keepers  says  that  fifty  per  cent  or  over,  of  the  business  of 
the  Illinois  Central  within  the  State  of  Illinois  is  done  on  a  rate  less  than 
your  schedule.  The  Burlington  say  that  all  of  their  "business  is  done  at  23.4 
per  cent  less.  Mr.  Peabody  says  of  the  Atchison,  Topeka  and  Santa  Fr  that 
only  twenty  per  cent-  of  their  business  is  local,  and  that  brings  in  a  revenue 
of  $600,000  a  year;  and  if  you  will  make  a  reduction  of  25  per  cent  rates  on 
the  Santa  Fe  Road,  they  will  still  pass  to  the  surplus  over  $3,000,000  from 
operation — over  $1,500,000  from  operation  within  the  State  of  Illinois  alone. 
After  they  have  paid  all  the  dividends,  paid  the  interest  on  the  funded  debt, 
they  passed  on  the  Illinois  business  alone,  to  the  surplus  account,  over  a  mil- 
lion dollars. 

Now,  then,  if  the  Illinois  Central  is  doing  50  per  cent  of  its  local  business 
less  than  your  rates,  considerably  less  than  your  rates,  because  when  Mr. 
Streyckmans  and  I  compared  commodity  rates  on  the  Illinois  Central  with 
your  schedule,  it  run  from  25  to  forty  per  cent  below — Now.  if  they  are  doing 
fifty  per  cent  of  their  local  business  at  25  to  forty  per  cent  lower  than  your 
schedule,  then  any  reduction  of  25  per  cent  that  you  can  make  doss  not  affect 
fifty  per  cent  of  the  business  that  they  are  already  doing  way  below  any 
maximum  schedule  that  you  have.  Then  take  out  from  that  their  interstate 
rates,  which  they  mix  with  local  rates,  or  revenue,  I  should  say  in  both  in- 
stances, it  leaves  your  reduction  of  rates  only  on  fifty  pr-r  cent  of  their  local 
business,  affecting  only  fifty  per  cent  of  it. 


203 

On  the  Burlington  a  reduction  of  25  per  cent  only  affects  them  the  differ- 
ence between  23.4  percent  and  25  per  cent. 

Now.  how  are  you  going-  to  escape  it.  You  cannot.  You  cannot  stand  here 
representing  the  public  under  the  constitution  and  under  the  law,  and  per- 
mit, as  a  Railroad  and  Warehouse  Commission  of  this  State,  that  state  of 
affairs,  and  maintain  a  maximum  schedule  of  rates  that  the  railroads  them- 
selves have  confessed,  both  in  their  answer  and  in  their  proof,  that  they  are 
carrying  the  bulk  of  the  local  business,  and  some  of  them  all  of  their  local 
business,  such  as  the  Burlington,  way  below  your  schedules. 

Now.  what  is  the  effect  of  this  state  of  affairs'?  I  will  tell  you  what  the 
effect  is.  Instead  of  resulting  in  an  injury  to  the  railroad  companies,  my 
word  for  it,  when  you  do  make  a  proper  schedule  of  rates  in  this  State,  as 
I  have  no  doubt  under  this  proof  you  will  do  to  the  best  of  your  judgment 
and  ability,  it  ought  to  be  done  in  the  interests  of  the  public  and  it  ought  to 
be  done  in  the  interests  of  the  railroads.  And  the  earnings  from  a  justly 
established  schedule  of  rates  in  Illinois,  instead  of  decreasing  the  earnings  of 
the  railroad  company,  and  the  wages  of  its  emyloyes,  will  maintain  both  at 
as  high  a  state  as  it  is  now.  provided  the  general  prosperity  of  the  country, 
over  which  you  have  no  control,  nor  myself ,  nor  these  gentlemen  representing 
the  railroads,  if  that  prosperity  continues,  these  gentlemen  will  be  earning 
just  as  much  money  a  year  from  nowT,  or  a  year  from  the  time  that  you  put 
those  rates  into  operation. 

I  do  not  say  that  you  shall  scale  these  rates  down  to  a  point  as  a  maximum 
schedule  of  rates  that  shall  absolutely  be  the  rate  that  the  railroad  company 
shall  charge.  You  are  not  fixing  a  minimum,  but  you  are  fixing  the  rate 
above  which  these  companies  shall  not  be  permitted  to  go,  and  that  rate  in 
my  judgement  should  be  not  less  than  a  25  per  cent  reduction. 

Now,  what  is  the  result  of  the  present  condition?  The  result  is  this:  It 
injures  a  class  of  shippers  and  a  class  of  people  that  you  just  as  much  repre- 
sent as  do  the  other  class  of  citizens  and  the  other  localities.  I  asked 
Mr.  Brown  the  question  if  the  Chicago  &  Alton,  in  shipping  from  Chicago  to 
Auburn,  did  not  charge  a  higher  rate  than  it  did  from  Chicago  to  East  St. 
Louis.  I  think  if  he  will  look  at  his  schedule,  his  tariff  sheets,  he  will  find 
that  they  do.  That  is  a  discrimination  under  the  law,  clearly. 

Now.  then,  if  a  rate  is  fixed  by  the  railroad  company  that  does  not  dis- 
criminate, I  will  admit  it  is  a  pretty  hard  thing  to  do  to  follow  this  law  and 
at  the  same  time  serve  the  public,  but  it  can  be  done.  You  are  only  con- 
cerned with  fixing  the  rate  above  which  they  shall  not  charge,  and  not  below. 
But  here  is  the  hardship:  Here  is  a  merchant  living  in  the  little  town  of 
Auburn.  Here  is  a  farmer  that  is  raising  grain  around  Auburn.  Here  is  an 
elevator  man  that  is  shipping  gram  from  Auburn.  Here  are  the  various  peo- 
ple that  constitute  the  community  of  Auburn  and  its"  surroundings.  They  are 
paying  more  for  their  goods — they  are  paying  a  higher  rate  of  freight  than  in 
East  St.  Louis. 

Mr.  Brown — General,  I  don't  think  that  can  be  true. 

Mr.  Hamlin — It  is  true  in  a  great  many  cases.  I  have  used  this  for  illustra- 
tion. I  may  be  wrong  about  it;  but  I  know  it  to  be  true,  I  absolutely  knowr 
it  to  be  true  on  certain  lines  in  this  State. 

Brother  Brown  is  laboring  under  this  view,  and  he  may  be  right,  I  wont 
say  that  he  is  not,  that  it  must  be  a  haul  over  the  one  line,  a  direct  shipment 
as  it  was  in  the  case  in  121  Illinois,  where  the  rate  from  Chicago  on  the  Illi- 
nois Central  to  Kankakee  was  greater  than  the  rate  from  Chicago  to  Mattoon. 
That  was  over  the  same  line.  Yet  the  Illinois  Central  now  charges  from 
Chicago  to  Emngham  less  than  it  charges  from  Chicago  to  Springfield.  Well, 
now,  they  are  not  on  the  same  line. 

Mr.  Kramer — To  be  a  discrimination  it  must  be  on  the  same  line. 

Mr.  Hamlin — Very  well,  I  wont  agree  that  that  is  the  law. 

Mr.  Kramer — That  is  what  the  statute  says. 

Mr.  Hamlin — Well,  the  statute  might  say  that,  that  is  you  might  construe 
it  that  way;  but  I  do  not  believe,  Judge,  that  where  the  two  roads  are  owned 
by  the  same  company,  and  the  distance  from  Chicago  to  Springfield  is  less 
than  the  distance  from  Chicago  to  Emngham,  and  the  freight  is  shipped  over 


204 

the  same  line  in  the  same  general  direction,  I  don't  believe  the  courts  will 
hold  that  to  be  the  law.  I  may  be  wrong.  In  principle,  they  ought  not  to 
hold  that  to  be  the  law. 

The  answer  of  the  Illinois  Central  was  in  this  case,  in  121  Illinois,  that  they 
met  competition  at  Mattoon,  and  they  did  not  meet  any  at  Kankakee,  and 
hence  they  had  a  right  to  do  that. 

This  case  in  121  Illinois,  is  on  page  305.  It  is  The  People  against  the  Illi- 
nois Central.  The  appeal  was  prosecuted  by  the  railrord  company. 

Mr.  Drennan — How  many  years  ago  was  that? 

Mr.  Hamlin— It  was  in  1887,  but  the  statute  remains  the  same. 

Mr.  Drennan — Yes,  but  it  was  a  good  while  ago. 

Mr.  Hamlin — Yes,  a  good  while  ago.  I  think,  perhaps,  you  have  reformed 
since  that. 

Mi.  Drennan — Conditions  have  changed  since  that. 

The  Chairman — They  have  got  a  new  lawyer  in. 

Mr.  Hamlin— (reading  from  decision):  "  The  fact  that  at  a  given  point  there 
is  competition  between  railroads  for  transportation  of  freight  and  some  of 
them  are  charging  reduced  or  cut  rates,  will  not  justify  another  railroad  com- 
pany in  discriminating  in  favor  of  such  points  as  against  a  point  on  the  line 
of  its  road.  A  reduced  or  cut  rate  by  a  railaoad  company  to  meet  a  cut  rate 
of  a  rival  road,  charging  the  reduced  or  cut  rate,  as  against  a  non-competitive 
point  is  not  itself  within  the  meaning  of  the  statute  a  just  discrimination.1" 

That  apparently  settles  that  question.  * 

Mr.  Drennan — That  was  taken  up  for  a  test  case.     That  is  well  known. 

Mr.  Hamlin — Yes,  that  was  taken  up  for  a  test  case,  that  is  true. 

Now,  then,  if  in  making  a  reduction  here  of  the  maximum  schedule  of  .rates 
of  25  per  cent,  you  are  only  reducing  according  to  the  testimony  of  Mr. 
Keepers,  according  to  the  sworn  answer  of  the  Burlington,  according  to 
the  testimony  of  Mr.  Hamblin,  and  according  to  the  commodity  tariff  intro- 
duced by  Mr.  Keepers,  you  are  only  making  your  reduction  on  50  per  cent  of 
their  local  business — and  I  will  venture  the  assertion  that  they  are  carrying 
more  than  50  per  cent  of  their  local  business  at  25  per  cent. 

Mr.  Drennan — Mr.  Hamlin,  you  have  stated  that  twice.  You  have  mis- 
stated Mr.  Keeper's  testimony. 

Mr.  Hamlin — Get  Mr.  Keeper's  testimony. 

Mr.  Drennan — He  did  not  say  they  were  carrying-  more  than  50  per  cent  at 
25  per  cent  below  the  maximum. 

Mr.  Hamlin— I  do  not  wish  to  be  understood  as  saying  that. 

Mr.  Drennan — You  have  stated  it  twice. 

Mr.  Hamlin — That  is  not  true.     He  did  not  give  the  per  cent  below. 

Mr.  Drennan — No,  he  did  not.  In  some  of  it,  it  only  amounts  to  one  or  two 
per  cent. 

Mr.  Hamlin — He  did  not  say  that. 

Mr.  Drennan  — He  don't  say  25  per  cent. 

Mr.  Hamlin — No,  he  didn't  say  any  per  cent.  Get  Mr.  Keeper's  testimony. 
(Addressing  Mr.  Streyckmans.)  . 

Mr.  Drennan — You  say  25  per  cent. 

Mr.  Hamlin — I  make  that  statement  myself.  I  don't  make  that  as  coming 
from  the  mouth  of  Mr.  Keepers. 

Mr.  Drennan — Well,  it  is  without  foundation  in  the  testimony. 

Mr.  Hamlin — Well,  according  to  the  commodity  rates,  tariffs  put  in  opera- 
tion by  the  Illinois  Central  Railroad  as  Mr.  Streyckmans  showed  here,  and 
the  tariffs  of  other  roads  that  he  showed  here,  it  figures  a  reduction  of  from 
15,  if  I  remember  correctly,  to  30  per  cent,  to  somewhere  about  that  amount. 

Now,  those  are  commodity  rates  used  in  Illinois,  but  I  rely  more  upon  the 
statement  made  here  by  the  Burlington  road,  and  I  want  to  tell  you  in  simply 
appealing  to  your  experience  and  knowledge  which  is  greater  than  mine, 
over  this  question  of  rates,  the  Burlington  road  is  not  going  to  carry  local 
freight  over  their  lines  at  much  less  than  the  Rock  Island,  or  the  Northwest- 
ern or  the  Santa  Fe,  or  any  of  those  roads.  This  question,  gentlemen, 
resolves  itself  in  my  judgment  in  the  Chicago  &  Alton  and  Illinois  Central 
seeking  to  maintain  this  high  tariff  to  local  points  where  there  is  no  compe- 
tition. That  is  all  there  is  in  it.  They  do  not  want  to  give  up  the  revenues 


205 

that  they  get  from  the  non-competitive  points,  where  they  do  not  put  com- 
modity tariffs  in  force.  They  want  to  hold  those  people  up  for  the  full  maxi- 
mum schedule  of  rates,  and  you  ought  not  to  permit  it.  They  are  entitled  to 
just  as  much  protection  as  the  competitive  points  are,  just  exactly. 

Now,  speaking-  of  rates.  Freight  rates  reach  back  to  the  very  production 
itself,  that  is  where  it  reaches  back  to.  The  farmer's  price  for  his  grain,  for 
his  hogs,  for  his  cattle,  is  measured  by  the  freight  rate  that  he  has  to  pay — 
the  price  is  measured  by  the  freight  rate  that  he  has  to  pay  from  the  point 
where  he  loads  his  stuff  to  the  market  that  it  is  shipped  to,  and  the  freight 
rate  is  taken  from  the  product,  the  price  of  the  cattle,  the  price  of  the  hogs, 
the  price  of  the  grain,  because  the  man  who  buys  it  knows  what  rate  he  has 
got  to  pay. 

The  answer  to  that  upon  the  part  of  these  gentlemen  is:  "Well,  if  you 
make  these  reductions  in  the  interest  of  these  interior  shippers,  they  will 
take  this  profit  and  put  it  in  their  pockets.'1  That  is  contrary  to  ail  rules  of 
business  that  ever  yet  existed.  These  men  are  competing.  The  retailer  is 
competing.  We  are  here  representing  the  Merchants'  Retail  Association. 
They  are  not  in  a  trust  or  combination  in  the  town  in  which  they  are  doing 
business,  and  if  they  get  their  goods  on  their  shelves  at  a  cheaper  rate  than 
they  are  getting  them  now,  the  consumer  gets  the  benefit  of  it.  If  the  rate 
upon  the  products  raised  upon  the  farm  is  cheaper  than  it  has  been,  it  en- 
hances the  price  of  his  product.  That  is  the  principle  upon  which  it  rests, 
and  the  people  in  the  local  communities  are  entitled  to  the  reduction.  The 
merchants,  the  jobbers  in  the  interior  are  entitled  to  the  reduction  to  them  in 
order  that  they  may  supply  the  territory  contiguous  to  their  place  of  business 
at  a  local  rate  on  a  short  haul  that  shall  not  put  them  out  of  business. 

Look  at  Springfield.  What  can  Springfield  do?  She  is  bound  hand  and 
foot.  She  cannot  say  to  the  manufacturer  who  comes  to  Springfield,  "Locate 
here."  The  manufacturer,  the  first  thing  he  determines  is  the  freight  rate. 
Why?  His  material  has  got  to  come  in  on  a  freight  rate:  his  finished  pro- 
duct must  go  out  on  a  freight  rate,  and  that  rate  must  be  such  as  to  give  him 
a  fair  chance,  if  he  locates  here,  to  do  business  in  competition  with  those  towns 
that  he  naturally  would  have  to  be  in  competition  with. 

But  you  take  the  rate  that  the  Illinois  Central  places  upon  Springfield, 
that  the  Chicago  &  Alton  places  upon  Springfield,  and  she  is  powerless  to 
say  to  the  manufacturers,  "Come  here  and  locate,  and  build  up  this  com- 
munity "  Give  us  a  chance  too,  when  these  finished  products  are  made,  to 
ship  them  to  a  radius  of  a  hundred  miles  from  us  in  competition  with  Indian- 
apolis and  Cincinnati,  and  even  Detroit,  who  can  ship  the  finished  product 
under  the  interstate  rate  here,  and  drive  these  people  out  of  the  market 
within  twenty  miles  of  their  own  town.  Such  a  condition  must  not  exist. 
It  is  not  just,  it  is  not  right.  It  is  not  fair.  The  rates  must  be  so  adjusted, 
the  maximum  schedule  of  rates,  that  it  shall  rest  equally  upon  all  alike,  and 
that  each  may  have  the  benefit  of  the  geographical  situation  that  he  is  in 
without  being  harnessed  and  bound  by  an  unequal  and  unjust  and  unreason- 
able freight  rate.  And  yet  that  is  the  condition  here  now. 

Mr.  Dreunan — Mr.  Hamlin,  there  wasn't  a  whit  of  testimony  offered  from 
Springfield  to  that  effect,  not  a  whit  from  the  beginning  of  this  case  to  the 
present  time. 

Mr.  Hamlin — All  you  have  got  to  do  is  to  take  the  rates. 

Mr.  Drennan — I  say  there  isn't  a  whit,  and  it  never  has  been  pointed  out. 

Mr.  Hamlin — All  you  have  got  to  do  is  to  take  the  schedule.     . 

Mr.  Drennan — They  don't  show  that.  That  statement  of  yours  is  without 
foundation  and  fact.  I  think  it  is  a  mistake  of  the  head  and  not  of  the  heart, 
but  it  is  not  correct. 

The  Chairman — I  have  heard  some  statements  like  that. 

Mr.  Drennan — There  are  no  such  conditions  existing  here. 

Mr.  Streyckmans — Mr.  Keepers  testified  that  there  was  the  same  rate,  a 
blanket  rate  running  from  150  miles  from  Chicago  to  300  miles  from  Chicago. 

Mr.  Drennan — There  is  no  statement  sustaining  that  last  statement  of  Mr. 
Hamlin's.  I  say  that  statement  about  Springfield  is  without  foundation  in 
this  record. 

The  Chairman — Let  us  let  General  Hamlin  go  on  with  his  argument.  He 
remained  still  while  you  gentlemen  argued. 


206 

Mr.  Drennan — We  have  no  chance  to  answer,  though.  It  is  unfair  to  us 
for  him  to  make  that  statement  when  there  isn't  a  word  of  testimony  to 
support  it. 

The  Chairman  — If  the  testimony  is  not  in,  we  will  not  consider  the  argu- 
ment. 

Mr.  Hamlin — I  must  confess  that  I  have  nothing  to  do  with  this  original 
case.  I  really  don't  know  about  this  matter  of  these  rates,  and  the  figures, 
and  as  to  the  evidence,  too,  the  figures  were  turned  over  by  me  to  Mr.  Barlow 
and  Mr.  Streyckmans.  Mr.  Streyckmans  assisted  Mr.  Barlow.  I  depended 
on  Mr.  Barlow.  I  am  not  taking' back  anything  I  said,  you  understand,  but 
I  depend  on  them  to  have  the  exact  facts  and  figures,  and  I  am  not  charging 
you  gentlemen  with  being  unfair  to  me  by  getting  Mr.  Barlow  out  of  this 
case,  but  it  embarrasses  me  to  the  extent  of  not  being  able  to  pick  up  an 
expense  account  here,  or  a  tariff,  and  prove,  if  questioned,  the  facts,  because 
I  confess  to  you  that  I  ha«l  given  that  to  those  g-entlemen  who  were  much 
more  competent  and  had  more  time  than  I  did.  But  the  fact  remains — we 
people  of  Springfield  know  the  situation  we  are  in — we  know  that,  and  we 
know  that  we  cannot  get  out  of  it  under  the  present  rate  system.  I  take 
that  from  such  men  as  Mr.  Dirksen  and  other  prominent  business  men  here. 
Now,  whether  it  is  proved  in  the  record  or  not,  why,  that  is  a  matter  I  do 
not  pretend  to  be  absolutely  certain  about,  but  I  think  that  it  is  sufficiently 
proven. 

Now,  then,  I  want  to  call  your  attention  to  another  branch  of  this  case. 
Before  I  leave  that,  it  is  remarkable  that  the  Big  Four  Railroad,  which,  by 
the  report  made  by  them  to  this  commission,  is  one  of  the  largest  carrying 
roads,  while  it  has  not  the  mileage  of  the  Alton,  or  the  mileage  of  the  Illinois 
Central,  within  the  State  of  Illinois,  yet  the  Big  Four,  which  is  a  part  of  the 
New  York  Central  line,  is  an  important  factor  in  the  matter  of  carrying 
freight  within  the  State  of  Illinois.  It  carries  it  from  the  east  in  an  inter- 
state way  into  the  State  of  Illinois.  Its  terminus  is  at  East  St.  Louis.  That 
is  where  it  ends,  its  western  terminus  is  at  East  St.  Louis.  It  is  in  evidence 
here,  notwithstanding  the  statement  of  my  friend  Brown  that  the  commerce 
moves  from  the  east  to  the  west,  that  the  Big  Four,  even  at  non-competitive 
points,  are  carrying  freight  locally  as  cheap  east  as  it  is  carried  interstate, 
west.  The  proof  shows  here  that  the  Big  Four  Railroad,  in  carrying  freight 
from  East  St.  Louis  to  points  within  the  State  of  Illinois,  is  carrying  it 
practically  at  the  Central  Freight  Association  scale,  at  the  same  scale  that 
they  are  carrying  it  from  the  east  into  the  State  of  Illinois.  That  is  abund- 
antly proven  here  to  be  the  case.  It  is  also  proven  to  be  the  case  on  the 
Baltimore  &  Ohio  Southwestern,  represented  by  Judge  Kramer.  It  is  also 
proven  to  be  the  case  on  the  Clover  Leaf,  not"  represented  here — at  25  per 
cent  less  than  your  maximum,  yes,  40  per  cent  in  many  instances,  and  more. 
They  have  been  carrying  freight  at  those  rates  for  years.  They  are  not  in 
the  hands  of  a  receiver.  They  are  doing  business  Don't  you  see.  the  milk 
in  the  cocoanut?  It  is  the  north  and  south  lines  that  want  to  hold  on  to  the 
non- competitive  points,  and  charge  your  schedule.  That  is  all  there  is  in  it. 
The  Burlington  don't  charge  it.  The  Rock  Island  don't  charge  it.  the  north- 
western don't  charge  it.  The  Santa  Fe  don't  charge  it.  The  Big  Four  don't 
charge  it.  The  Clover  Leaf  don't  charge  it.  The  Baltimore  don't  charge  it, 
and  I  venture  the  assertion.  Judge  Hamill.  that  the  L.  &  N.  don't  charge  it. 
Now,  are  you  to  maintain  this  maximum  schedule  of  rates  at  this  high  posi- 
tion for  the  benefit  of  two  or  more  north  and  south  lines,  that  they  may  com- 
pel the  non-competitive  towns  upon  their  lines  to  pay  the  tribute,  and  they 
admit  themselves  that  with  their  commodity  rate,  at  their  competitive  points, 
they  are  carrying  it  much  less. 

Another  thing,  whenever  you  equalize  these  rates,  and  revise  this  schedule 
to  where  it  ought  to  be,  these  gentlemen  instead  of  being  put  into  bank- 
ruptcy as  they  say,  will  see  that  ths  tonnage  will  increase,  and  the  amount 
of  business  done  by  them  will  increase  so  that  upon  revenues  they  will  have 
as  much  money  in  their  treasury  at  the  end  of  the  year  as  thev  have  now  in 
my  judgment. 

Now,  speaking  of  this  Smith  vs.  Ames  case.  I  want  to  call  your  attention 
in  as  brief  a  way  as  possible — I  have  taken  lots  of  time  now — 


207 

The  Chairman — You  have  some  time  yet. 

Mr.  Hamlin — I  want  to  call  your  attention  to  the  comparative  income  of 
railroads.  Mr.  Brown  made  the  statement  that  the  earnings  of  eastern  roads, 
the  per  cent  of  profit  upon  the  eastern  lines,  owing  to  the  ton  per  mile,  was 
so  much  in  excess  of  the  western  lines,  that  there  is  where  the  profit  eame  in; 
that  they  made  more  money  because  they  had  a  larger  tonnage.  He  made 
that  argument.  The  fact  is,  that  the  western  line,  the  Illinois  lines,  are 
making  more  money  today  on  their  business  than  the  eastern  lines  are,  from 
the  figures  furnished. 

Now,  the  comparative  income  of  railroads  in  1904:  Illinois  with  11,529 
miles,  had  a  gross  income  of  $139,749,392.00:  Ohio  with  8,933  miles  had  a  gross 
income  of  $11 1,923,167.00:  Iowa  with  9,800  miles,  had.  a  gross  income  of  $57,- 
692,095.00. 

Gross  income  per  mile  of  main  line:  Illinois  had,  $12,121.00  income  of  main 
line;  Ohio  had.  $12,977.00,  a  little  more  than  Illinois,  and  Iowa  had  a  less  rate. 
Their  rate  is  less  than  Illinois,  the  rate  that  they  charge.  Iowa  has  a  gross 
income  per  mile  of  $5,886.00,  and  Michigan  has  a  gross  income  per  mile  of 
main  line  of  $7,978.00. 

From  gross  earnings  from  operation.  Illinois  had  $133,092.165.00;  Ohio,  has 
$113,648,356.00;  Iowa  has  $56,606,526.00. 

Gross  earnings  per  mile  from  operation:  Illinois  has  $11.544.00;  Ohio,  $12,- 
722.00;  Iowa.  $5,776.00. 

Taking  it  the  United  States  over  on  all  lines,  it  is  $9,410.00  a  mile  from 
earnings  per  mile,  gross  earnings  per  mile  from  operation 

Operating  expenses:  Illinois  pa\  sin  operating  expenses,  total,  $92,163,681.00; 
Ohio  pays,  $85,859,938.00:  Iowa  pays,  $42,694,060.00. 

Operating  expenses  per  mile  of  road.  Of  course,  this  is  charged  according 
to  the  mileage.  This  shows  the  gross  operating  expenses  in  Illinois  are 
greater  than  Ohio,  but  the  mileage  is  greater  in  Illinois  than  Ohio.  In  Illi- 
nois, the  operating  expenses  are  per  mile  of  road,  $7,994.00;  Iowa,  $4,356.00; 
Ohio,  $9,611.00;  Michigan,  $5.894.00. 

Net  income  per  mile  of  road,  Illinois  from  total  income.  $4,127.00  per  mile: 
Ohio.  $3.366.00:  Iowa,  $1,529.00;  Michigan,  $2,129.00;  United.  States  $3, 515. 00. 

Now,  then,  when  we  come  to  take  the  density  of  traffic,  Illinois  has  a  denser 
traffic  than  any  other  State  in  the  west  except  Ohio.  Mr.  Peabody  attempts 
to  run  it  into  groups,  but  when  we  take  the  population  per  mile  of  road, 
Iowa  has  238,  Ohio  has  481,  Indiana  has  384,  Illinois  has  443. 

The  Supreme  Court  of  the  United  States,  in  Smith  vs.  Ames  says  that  popula- 
tion is  a  matter  to  be  considered  in  determining  the  rate.  Take  passenger 
service  in  Illinois.  Take  the  Illinois  Central,  if  you  please.  Take  its  pas- 
senger earnings,  and  you  have  a  right  to  consider  in  the  matter  of  income 
passenger  earnings,  although  you  are  fixing  the  schedule  of  rates  upon  freight, 
you  have  a  right  to  consider  income,  the  general  subject  of  income,  does  any- 
one pretend  to  say,  although  the  Illinois  Central  reports  shows  a  deficit,  at 
least  carried  out  upon  the  train  mileage  basis,  undertaking  to  show  a  deficit, 
I  think  from  Mr.  Peabody  if  I  remember  correctly,  but  you  take  the  Illinois 
Central's  immense  suburban  service  in  this  State  about  Chicago,  and  take  their 
traffic  generally,  and  I  don't  think  that  when  you  come  to  apportion  it  to  Illi- 
nois, take  the  passenger  earnings  and  freight  earnings  in  Illinois,  I  don't 
believe  that  you  could  possibly  figure  out  any  deficit  unless  you  spread  it  over 
their  entire  line,  both  outside  of  Illinois  and  inside  of  Illinois,  or  spread  it  over 
their  subsidiary  lines  I  do  not  know  how  that  might  figure  out,  but  if  you 
take  the  earnings  from  operation  in  Illinois  of  the  Illinois  Central  of  pas- 
senger and  freight,  and  you  could  not  make  me  believe  that  there  would  be 
any  deficit  limited  to  the  State  of  Illinois  from  the  immense  business  which 
they  do. 

But  it  shows  that  the  density  of  population  in  Illinois  is  exceeded  in  the 
middle  western  states  only  by  Ohio.  Now,  I  want  to  read  another  provision 
of  our  Constitution,  which  in  my  mind  changes  the  rule  of  Smith  vs.  Ames,  as 
applied  to  the  State  of  Illinois  entirely.  Now,  what  are  the  items  properly 
chargeable  against  railroad  earnings  and  railroad  income?  First,  the  operating 
expenses  are  to  be  taken  out  from  the  earnings  of  the  railroad.  What  next? 
The  taxes.  What  next?  Rents,  if  there  beany  on  lines  leased  by  them.  What 
next?  Interest  on  bonded  debt.  Then  what  do  you  have  left?  What  is  left 


208 

is  to  be  applied  in  payment  of  di\7idends,  and  tiaose  dividends  are  paid  out  of 
the  surplus  earnings  of  the  road  after  the  payment  of  what  is  called  "oper- 
ating- expenses,  rents,  taxes  and  interest  on  bonded  indebtedness."  This  State 
when  it  adopted  the  Constitution  of  1870,  provided  the  over  capitalization  of 
railroads,  either  in  the  way  of  bonded  indebtedness  or  capital  stock  issued. 
The  Constitution  provides  that  no  railroad  corporation  shall  issue  any  stocks 
or  bonds  excepting  for  money,  labor  or  property  actually  received  and  applied 
to  the  purposes  for  which  such  corporation  was  created,  and  all  stock  divi- 
dends and  other  fictitious  increase  of  capital  stock  or  indebtedness  of  any  such 
corporation  shall  be  void  The  capital  stock  of  no  railroad  corporation  shall 
be  increased  for  any  purpose  except  upon  the  giving  of  sixty  days  public 
notice  in  such  manner  as  may  be  provided  by  law. 

The  Atchison,  Topeka  &  Santa  Fe  report  the  value  of  their  road  per  mile 
at  $21,385.00,  their  capitalization  per  mile  is  $51,248.00.  over  double  what  they 
swore  that  their  road  is  worth. 

The  Chicago  &  Alton  Railroad  Company  in  their  return  made  to  the  State 
Auditor  under  oath,  say  that  their  road  is  worth  $30,665.00  per  mile  of  road 
within  Illinois.  Their  capitalization  is  $122,504.00. 

If  you  will  take  the  financial  history  of  the  Chicago  &  Alton  Railroad  Com- 
pany, starting  with  the  Chicago  *fc  Alton  Railroad  Company  in  1897,  as  I  now 
recollect,  without  referring  to  the  figures,  their  bonded  debt  was  $22, 000, 000. 00. 
Perhaps  I  have  got  that  wrong — No:  it  was  $8,000,000.00.  Their  capital  stock 
was  $22,000,000.00;  they  only  owed  $8,000,000.00.  But  at  the  "time  they 
reorganized  and  organized  the  Chicago  &  Alton  Railway  Company,  which  took 
over  the  property  of  the  Chicago  &  Alton  Railroad  Company.  Which  one 
reports.  Mr.  Kilpatrick? 

Mr.  Kilpatrick — The  railway  company. 

Mr.  Hamlin — The  operating  company  reports? 

Mr.  Kilpatrick — For  the  last  four  years. 

Mr.  Hamlin — The  railway  company? 

Mr.  Kilpatrick— Yes. 

Mr.  Hamlin — And  the  railroad  company  does  not  report? 

Mr.  Kilpatrick— No. 

Mr.  Hamlin — Now,  with  the  same  mileage,  with  exactly  the  same  mileage, 
they  increase  their  bonded  debt  to  an  amount  over  $40,000,000.00  from  $8,000,- 
000.00;  and  the  interest  upon  that  debt,  upon  the  same  mileage,  has  to  be  paid 
from  their  earnings. 

Now,  as  I  say  under  that  constitutional  provision,  with  an  increase  to 
$122,000.00  per  mile,  let  me  ask  you  if  you  could  establish  a  rate,  if  they  did 
pay  a  dividend  upon  their  stock — I  don't  know  what  their  common  stock  is 
worth,  it  ought  not  to  be  worth  much  with  that  sort  of  a  capitalization,  but 
if  they  did,  if  they  wanted  to  try  the  rule  of  Smith  vs.  Ames,  of  the  amount 
of  money  invested  in  that  property,  and  that  they  should  receive  a  just  com- 
pensation on  it,  why  you  would  have  to  establish  rates,  if  you  paid  a  dividend 
both  on  the  common — Have  you  got  preferred  too?  I  reckon  you  don't  pay 
any  dividends  on  the  common? 

Mr.  Miles— No. 

Mr.  Hamlin— No.  But  if  you  wanted  to,  I  suppose  when  they  sold  this 
increase  of  bonds,  they  probably  made  a  present  of  a  corresponding  amount 
of  stock,  that  is  the  usual  way  of  getting  rid  of  the  bonds,  to  unload  the  com- 
mon stock  as  a  present  with  the  bonds.  Now  upon  the  same  mileage,  and 
paying  the  same  interest  on  the  bonded  debt  out  of  the  earnings,  let  me  tell 
you  now  it  is  in  direct  violation  of  that  constitutional  provision,  and  if  my 
friend  Brown  engineered  that  deal,  which  I  don't  think  he  did,  when  Harri- 
man  got  the  Alton  Road,  no  wonder  that  they  organized  the  Chicago  &  Alton 
Railway  Company  outside  of  the  State  of  Illinois,  in  order  to  prevent  a 
forfeiture  of  their  charter. 

Mr.  Brown — They  didn't  do  that. 

Mr.  Hamlin — Where  did  you  organize  your  railroad  company? 

Mr.  Miles — It  is  an  Illinois  corporation. 

Mr.  Brown — Yes. 

Mr.  Hamlin— Then  I  take  it  back. 

Mr.  Drennan — Why  not  stick  to  it? 


209 

Mr.  Hamlin — I  won't  stick  to  anything-  that  is  not  the  truth,  only  I  think 
your  charter  ought  to  be  forfeited  under  that  provision  of  the  constitution. 

Mr.  Brown — What  has  that  got  to  do  with  the  maximum  rates'? 

Mr.  Hamlin — 1  will  come  to  that  presently.  I  am  saying-  that  interest 
on  bonded  debt  is  a  fixed  charge,  and  it  don't  take  as  much  earnings,  and  there 
will  be  some  applied  to  dividends,  or  more  applied  to  dividends,  and  more 
applied  to  the  reduction  of  rates  wrhen  you  are  paying  interest  on  $8,000,000 
than  where  you  are  paying-  it  on  $40,000,000.  That  involves  that.  You  are 
over- bonded.  You  have  bonded  the  Chicago  &  Alton  Railroad  for  more  money 
than  you  report  the  road  under  oath  to  the  Auditor  to  be  worth,  twice  over. 
That  is  what  it  has  to  do  with  it  exactly.  If  you  can,  by  ficticious  issues  of 
stocks  and  bonded  indebtedness — their  excuse  for  it  is,  1  presume,  Mr. 
Harriman's  excuse  would  be,  that  when  he  bought  the  road  of  the  Blackstone 
in  1897  and  1898,  they  had  to  pay  two  dollars  and  seventy  odd  cents  for  the 
stock.  How  did  that  stock  get  its  value?  It  got  its  value  from  the  earnings 
of  the  Chicago  &  Alton  Railroad,  one  of  the  best  properties  in  Illinois.  Where 
is  it  now?  Under  the  wing  of  the  Rock  Island  ife  Pacific,  operated  by  one 
company  and  owned  by  another.  And  this  manipulation  of  stocks  and  bonds 
by  railroad  companies  is  condemned  by  the  general  counsel  of  all  the  best 
roads  today  in  Illinois.  You  may  range  them  all  in  this  room,  and  ask  them 
the  question  if  they  believe,  in  the  last  three  or  four  years  of  increased 
capitalization  and  bonded  indebtedness,  and  mergers,  and  they  will  tell  you 
no,  they  don't  We  are  in  the  field,  for  the  last  three  years,  of  the  high 
financing  of  some  of  the  gentlemen  down  east,  and  there  is  no  reason  why 
this  bonded  indebtedness  should  be  increased  upon  this  road.  The  interest  on 
this  heavy  bonded  indebtedness  had  to  be  paid  out  of  the  earnings.  The 
rates  make  the  earnings.  There  is  no  reason  why  the  public  should  be  re- 
quired to  pay  rates  in  excess  of  a  fair  and  reasonable  rate  in  order  to  pay 
interest  on  an  illegal  issue  of  bonds  and  stocks.  That  is  the  point  I  make, 
and  the  public  is  not  to  be  mulcted  into  these  high  financial  operations  of 
mergers,  increased  bonded  indebtedness,  and  so  forth.  Why?  Get  that  item 
of  $2,000,000. 

Mr.  Streyckmans — What  road? 

Mr.  Hamlin — The  Illinois  Central,  where  they  bought  the  Duluth.  They 
charge  their  permanent  improvements  against  income  account.  They  say, 
where  will  we  take  our  money.  We  have  got  to  make  permanent  improve- 
ments, we  have  got  to  reduce  grades,  we  have  got  to  build  bridges,  we  are 
competing  here,  we  have  got  to  have  the  very  best  railroad  structure,  that 
is  true,  and  where  is  the  money  to  come  from?  Shall  not  we  take  it  out  of 
income,  and  make  improvements  that  give  the  public  better  service,  and 
better  accommodation?  Yes.  It  is  liberal  at  least,  to  say  yes.  But  what  do 
you  do?  After  you  have  made  four  million  dollars  of  improvements  upon 
your  line,  what  do  you  do?  Are  you  satisfied  to  take  it  out  of  the  income 
account?  No.  you  take  it  out  of  income  account,  or  charge  it  up  as  operating 
expenses  on  some  lines,  then  you  proceed  to  capitalize  it,  and  issue  stock 
against  it,  and  you  distribute  that  stock  to  stockholders  at  par,  and  the  stock- 
holder takes  it  at  par,  or  his  distribution  whatever  it  may  be  of  it,  and  if 
that  stock  is  worth  170  in  the  market,  which  was  the  lowest  point  last  year 
of  the  Northwestern — what  do  thej1  do  with  it,  the  stock?  They  capitalize 
these  improvements,  the  stockholder  has  got  the  stock,  he  has  got  it  at 
par,  he  puts  it  on  the  market  at  the  lowest  point  at  170,  he  has  made  70 
cents,  and  that  is  what  they  call  cutting  a  water  melon  down  on  Wall  street. 
But  the  public  have  got  to  stand  the  increased  capitalization,  and  if  you 
issue  bonds  against  it,  you  have  got  to  take  out  of  the  earnings  of  the  rail- 
roads that  much  more  for  a  fixed  charge  upon  the  bonded  debt,  and  thereby 
decrease  the  earnings  that  much,  and  maintain  the  rates  which  the  public 
have  to  pay  to  meet  this  capitalization  of  stock,  or  pay  dividends,  or  interest 
upon  bonds  issued  against  the  permanent  improvement.  Now,  then,  if  I  had 
time  I  could  demonstrate  this  with  certain  lines.  We  have  the  evidence  here. 

Now.  I  want  to  call  your  attention  to  the  dividends  paid  in  Illinois,  and 
the  amount  carried  to  surplus  from  the  earnings  of  roads  in  Illinois.  In 


210 

some  cases  they  do  not  make  the  division.  They  will  run  down,  I  think  the 
Illinois  Central,  and  I  know  the  Burlington,  they  will  run  down  the  column 
until  they  reach  net  income,  but  they  will  never  dispose  of  that  net  income 
by  any  statement  made  by  them  upon  the  reports  made  to  you,  or  the  reports 
made  to  the  Auditor.  They  will  show  the  amount  of  net  income,  and  then 
that  is  as  far  as  they  go.  and  they  do  not  apportion  it  to  Illinois,  and  show 
how  much  the  net  income  is  on  the  income  apportioned  to  the  State  of  Illi- 
nois. Where  they  fail  to  do  that,  we  are  compelled  simply  to  show  the  net 
income  from  the  operation  of  the  whole  line,  and  the  amount  passed  to  the 
surplus  on  the  whole  line.  Where  they  give  the  proportions  to  Illinois,  why, 
then  we  can  tell. 

Now,  take  the  Atchison.  Topeka  A-  Santa  Fe  Road.  It  paid  dividends  in 
Illinois  last  year,  and  this  must  come  out  of  the  net  income.  They  paid 
$341,563,  which  was  4  per  cent  on  their  common  stock,  and  5  per  cent  on 
their  preferred  stock.  They  passed  to  the  surplus  from  operation  in  Illinois, 
to  their  surplus  account  in  Illinois  alone,  $1.334.706.  They  had.  after  paying 
every  charge  of  operation,  every  charge  on  bonded  debt,  every  charge  against 
them,  and  paying  their  dividends  of  4  and  5  per  cent,  they  had  a  fund  of 
$344,706  as  a  surplus  for  the  year  1904  from  operations  in  Illinois,  which  left 
them  a  total  surplus  in  their  treasury  of  $3,408.560.  How  would  a  25  per 
cent  reduction  affect  them,  of  freight  rates  in  Illinois,  where  they  say  they 
only  do  20  per  cent  of  local  business,  and  admit  that  they  are  carrying  50  per 
cent  of  that,  less  than  your  schedule.  How  does  it  affect  them?.  It  don't 
affect  them  at  all. 

Now,  take  the  B.  £  O.  They  make  no  report,  the  B.  &  O.  doesn't  this  year, 
for  the  Baltimore  &  Ohio  Southwestern,  from  their  lines  in  Illinois,  and  you 
cannot  tell,  and  yet  the  statute  requires  them  to.  and  yet  they  don't  do  it. 
They  don't  proportion  it  to  Illinois.  What  are  we  compelled  to  do?  Use  the 
entire  system  because  they  report  it  that  way. 

They  report  that  they  paid  in  dividends  upon  the  entire  line,  $9,370.482 
upon  which  they  paid  two  dividends  upon  the  common  stock,  one  of  2  per 
cent,  the  other  of  2  per  cent,  making  four,  and  4  percent  upon  their  preferred, 
and  they  had  a  surplus  of  $5,506,647,  and  they  had  a  total  surplus  in  their 
treasury  of  over  $7,000,000.  How  does  it  affect  them?  It  doesn't  affect  them 
at  all,  a  25  per  cent  reduction,  because  they  are  carrying  within  the  State  of 
Illinois  already  from  East  St.  Louis  to  points  in  Illinois,  they  are  carrying  it 
at  rates  from  25  to  50  per  cent  less  than  your  schedule  How  does  it  affect  them? 

The  Chicago  Great  Western  Railwajr  Company — Look  at  their  capitalization 
per  mile— $101,806  00.  What  do  they  say  their  lines  are  worth  in  their  report 
to  the  State  Auditor? 

Mr.  Streyckmans— $14,983.00 

Mr.  Hamlin— Now.  you  expect  the  public  to  pay-  interest  on  their  debts  and 
pay  them  5  per  cent  interest  on  that  capitalization  before  the  public  shall  be 
given  a  reasonable  rate  under  the  constitutional  provision  that  they  shall  not 
issue  stock  and  create  indebtedness  beyond  the  value  of  the  road.  And  yet 
they  paid  in  dividends  in  Illinois  $270,688.00  for  1904,  declared  two  dividends 
upon  their  preferred  stock  (they  have  no  common  stock)  of  9  per  cent.  4  per 
cent  once  and  5  per  cent  again.  And  then  passed  after  paying  those  dividends, 
they  passed  to  the  surplus  in  Illinois  from  operation  last  year,  $124,688.00, 
which  made  them  a  total  surplus  in  their  treasury  of  $368,508.00.  How  would 
a  25  per  cent  reduction  affect  them?  It  certainly  would  not.  It  not  would 
drivetheni  to  bankruptcy. 

You  take  the  Chicago  &  Eastern  Illinois  Railroad,  which  the  proof  here 
shows  is  transporting  over  their  lines  in  Illinois,  and  right  across  the  State 
in  Indiana,  at  way  below  your  rates,  well  they  paid  in  dividends  last  year, 
in  Illinois.  $580,856.00,  which  was  6  per  cent  at  one  time  on  their  common 
stock  and  10  per  cent  at  another,  16  per  cent  on  their  common  stock,  and  6  per 
cent  upon  their  preferred,  and  then  they  passed  to  their  surplus  from  opera- 
tion in  Illinois  last  year  $646.836.00  and 'had  a  total  of  $3,638.508  00.  I  got  the 
figures  passed  to  their  surplus  figures,  $124.000  00  — I  gave  their  last  surplus 
wrong.  Their  surplus  from  operation  for  last  year  was.  after  paying  16  per 
cent  on  the  common  and  6  per  cent  on  the  preferred,  they  then  passed  to  their 
surplus  account  for  1904.  £046. 83(5. 0".  which  gave  them  a  total  surplus,  bring- 


211 

ing  forward  the  surplus  that  they  had  accumulated  before  that  of  $3,456,220.00. 
How  would  25  per  cent  reduction  affect  them?  It  certainly  would  not  hurt 
them  very  much.  They  are  paying-  16  per  cent  and  6  per  cent,  which  is  22  per 
cent. 

Now.  you  take  your  Smith  vs.  Ames,  and  take  the  case  in  174  U.  S.  where 
the  Supreme  Courts  say,  where  they  speak  of  4  per  cent  dividend  as  being  a 
proper  return  on  a  proper  capitalization,  that  is  a  sufficient  return.  My 
friend  Brown  says,  wouldn't  you  want  to  make,  wouldn't  you  prefer  to  make 
10  or  20  per  cent?  But  you  are. engaged  in  a  business,  in  which  the  constitu- 
tion says  that  your  roads  are  public  highways.  You  are  engaged  in  a  busi- 
ness that  is  impressed  with  the  public  interest,  and  you  are  subject  to  public 
control,  and  you  cannot  expect,  you  do  not  stand  in  the  attitude  of  a  man  who 
owns  a  store,  who  owfns  a  farm.  You  stand  in  a  business  that  is  impressed 
with  a  public  interest  and  you  must  yield  to  the  law  as  provided  in  constitu- 
tion and  statutes. 

Now.  we  had  these  all  worked -out  on  all  the  leading  roads.  I  see  I  am  tir- 
ing you,  I  think  I  am  at  least,  and  you  will  find  that  on  every  railroad  in  Ill- 
inois, every  important  railroad  in  Illinois,  that  they  paid  their  dividends  from 
4.  6.  10  per  cent,  and  passed  to  their  surplus  account  from  operations  for  that 
year,  large  sums  of  money.  The  only  reason  I  dislike  very  much  not  to  go 
through  this  whole  thing  is  that  the  charge  might  be  made  that  1  have  read 
the  best  things  for  my  side  of  the  case,  and  have  left  out  the  poorest  without 
calling-  your  attention  to  it. 

Now,  take  the  C.  P.  tfc  St.  L  that  has  been  spoken  about  here.  (I'll  have 
these  figures  typewritten  and  put  in  shape  so  that  the  commission  can  see 
them.)  Take  the  Big  Four:  take  the  Chicago,  Rock  Island  &  Pacific.  They 
do  not  distribute,  they  do  not  apportion  to  Illinois  at  all.  It  was  my  purpose, 
when  making  this  argument  to  take  every  report  and  show  it  to  you  as  made 
to  you.  We  have  to  take  the  whole  line/  Why?  Because  they  do  not  appor- 
tion the  Illinois  part  of  it.  Take  the  Chicago,  Rock  Island  &  Pacific.  They 
paid  in  dividends.  $5.585,060.00.  Their  surplus,  now.  this  is  the  whole  line, 
from  operation,  is  $16.516,209.00.  Their  total  surplus,  $22,343,955.00.  Now, 
that  is  the  whole  line.  We  were  compelled  to  use  the  whole  line,  because 
there  is  no  statement  made  by  them  of  their  proportion  in  Illinois,  either  in 
their  returns  to  the  auditor,  or  their  reports  to  this  commission. 

Take  the  Illinois  Central.  It  paid  in  dividends  last  year  in  Illinois,  $5,309, 
505.00.  which  was  6  per  cent.  VVhat  is  their  stock  worth  today?  I  have  not 
looked  at  the  quotations  for  the  last  few  days,  but  I  take  it  it  is  probably 
worth  in  the  neighborhood  of  150.  How  much  is  it,  Mr.  Drennan  now? 

Mr.  Drennan  — 167      That  is  due  to  excellent  management. 

Mr.  Hamlin — There  is  no  doubt  about  its  management,  not  the  least  in  the 
world.  It  is  one  of  the  best  railroad  systems  in  this  country,  unquestionably. 
Its  stock  is  worth  167,  I  believe  Mr.  Drennan  says.  Now,  stock  is  valued  like 
every  other  piece  of  property  from  its  earnings,  from  the  substantial  payment 
of  dividends  upon  stock  from  year  to  year,  without  fear  of  its  being  decreased 
or  of  no  dividends  being  paid. 

Now,  take  Mr.  Hamill's  road,  the  L.  &  N.  They  make  no  report  of  their 
proportion  in  Illinois,  none  whatever.  On  the  whole  line,  the  whole  L.  &  N. 
line,  they  paid  in  dividends,  mark  you  gentlemen,  don't  lose  sight  of  the  fact 
that  before  they  can  pay  dividends,  they  paid  operating  expenses,  they  paid 
interest  on  bonded  debt,  they  have  paid  every  item  of  expense,  and  after  they 
had  paid  everything  on  the  L.  &  N.,  this  road  that  my  friend  Hamill  makes 
such  a  poor  mouth  over,  they  paid  $3,000,000  00  in  dividends;  and  their  sur- 
plus, their  total  surplus  on  the  whole  line  is  $11,684,424.00.  Of  course  I  could 
not  figure  out  what  the  proportion  of  Illinois  would  be,  but  thej7  could  fig-ure 
it  out  if  they  had  followed  the  law  and  reported  it  to  you.  I  think  if  your 
honors  please,  I  have  here  a  statement  showing,  taking  the  average  value  of 
the  property  per  mile,  as  fixed  by  the  railroads,  taking  the  net  earnings  per 
mile  as  reported  to  you,  commencing  with  the  Atchison,  Topeka  &  Santa  Fe 
Road.  They  swore  that  the  value  of  their  line  is  $21,385.00.  They  report  to 
you  that  they  earned  net  earnings  per  mile,  $4,876.00,  which  makes  the  pres- 
ent earnings"per  mile  to  value  of  road,  28.63  per  cent,  according  to  the  value 
that  they  fixed,  and  according  to  the  net  earnings  that  they  return.  Take 
the  constitutional  provision,  apply  the  rule  of  our  constitution,  and  there  can 


212 

be  no  doubt  what  effect  it  would  have  upon  them  of  a  reduction  of  25,  or  even 
30  or  40  per  cent.  This  is  prepared  upon  all  the  lines  operating  in  the  State 
of  Illinois,  upon  that  basis  of  percentage. 

Now,  gentlemen,  in  conclusion  I  have  this  to  say:  It  is  incumbent  upon  you 
in  my  judgment  without  a  doubt,  to  reduce  the  maximum  schedule  of  rates  in 
Illinois  to  meet  the  present  conditions.  I  think  that  reduction  should  be  over 
25  per  cent.  I  think  in  making  that  reduction  you  will  not  injure  the  rail- 
road companies.  You  will  equalize  the  rates  in  this  State,  and  you  will  not 
affect  the  employes  of  the  different  railroad  companies. 

I  can  remember  some  years  ago  in  this  State,  when  this  same  discussion  of 
reduction  of  rates  was  before  a  Railroad  and  Warehouse  Commission.  I  have 
the  highest  regard  and  consideration  for  the  wages  of  employes  of  railroad 
companies,  or  any  other  employes,  but  gentlemen,  you  do  not  represent  the 
employes  of  railroad  companies  alone.  You  represent  the  public,  and  the 
public  is  concerned,  the  employes  in  every  other  employment  are  entitled  to 
the  same  consideration  at  your  hands  as  are.  the  employes  of  a  railroad  com- 
pany. The  clerk  who  stands  behind  the  counter  in  Chicago  or  Springfield, 
is  entitled  to  as  much  consideration  at  your  hands  upon  a  question  of  wage  as 
is  the  railroad  employe.  He  has  to  support  his  family  out  of  his  earnings,  so 
they  do  in  all  of  the  departments  of  labor  in  this  country. 

Mr.  Clark  says  in  his  speech  before  you  today  that  they  have  certain 
methods  that  they  propose  to  employ  to  increase  their  wages.  He  states  that 
by  organization  and  combination  they  have  been  able  to  raise  the  price  of 
their  wages.  There  are  thousands  of  employes  in  Illinois  tonight  who  went 
home  to  their  supper  without  organization,  without  combination,  living  upon 
the  same  wage  that  these  men  are.  There  are  thousands  of  farmers,  men 
who  wrork  in  the  factories,  thousands  of  retail  merchants  in  all  avenues  of 
life.  You  stand  here  as  the  servants  of  the  public,  not  of  any  one  class,  not 
of  any  one  employment,  but  of  all  classes  and  of  all  employments.  And 
while  I  am  aware  of  the  influences  that  have  .been  brought  to  bear  in  Illinois 
within  my  recollection  as  a  public  man  to  influence  the  boards  from  the  just, 
in  my  judgment,  performance  of  their  duty,  under  the  constitution  and  under 
the  law  by  reason  of  the  political  influence  that  might  be  brought  to  bear, 
we  in  this  country  today  have  reached  that  point,  both  national  and  state, 
that  we  have  got  to  do  justly  and  rightly  by  all  classes,  equal  justice,  as  my 
friend  Brown  says,  or  Mr.  Hamill,  I  believe  it  was,  in  his  argument,  a  square 
deal. 

The  agitation  against  the  railroads  in  this  State  upon  rates,  is  not  an  agi- 
tation that  springs  from  a  socialistic  element  of  our  people.  No,  it  springs 
from  the  bone  and  sinew  of  the  country  We  have  become  aghast  at  the  great 
combinations  of  capital,  great  capitalization  both  in  railroad  management  and 
industrial  lines  until  the  time  has  come  in  this  nation  and  in  this  State  that 
we  must  treat  all  .classes  fairly  and  give  a  man  according  to  the  conditions 
and  environments  which  surround  him  a  fair  chance  to  make  a  living  and  to 
lay  by  something  for  the  future.  We  can  no  longer  tolerate  the  creation  of 
great  wealth  in  the  hands  of  a  few.  I  do  not  mean  in  any  socialistic  sense.  I 
mean  it  shall  be  a  square  deal  for  all  alike.  Applying  the  evidence  in  this 
case  to  the  operations  of  these  defendant  companies'  roads,  and  the  increase 
of  their  capitalization  and  bonded  debt,  to  the  admission  that  they  are  carry- 
ing the  traffic  voluntarily  at  a  much  lower  rate  than  yours,  you  owe  it  to 
yourselves  as  public  officials,  you  owe  it  to  the  public,  that  you  should  make 
an  honest,  fair,  reduction,  remembering,  it  is  true,  that  a  maximum  schedule 
must  not  be  made  so  low  as  to  be  the  schedule  that  the  railroad  must  charge 
whether  or  not,  but  such  a  maximum  schedule  of  rates  as  shall  operate  in  this 
State  uniformly,  as  much  so  as  you  can  make  it  under  the  provisions  of  our 
statute. 

I  thank  you  for  the  consideration  which  you  have  given  to  this  case,  and  I 
thank  the  gentlemen  upon  the  other  side  for  the  uniform  courtesy  which  has 
existed  during  this  investigation  between  us  all. 

General  H.  J.  Hamlin,  attorney  for  petitioners  and  Mr.  Felix  J. 
Streyckmans  of  counsel,  then  followed  the  public  hearing  by  tiling  a 
printed  brief,  which  read  as  follows;  (brief  1.) 


In  the  Matter  of  the  Petitions  for  a 
Revision  and  Reduction  of  the 
Illinois  Schedule  of  Max- 
imum Freight  Rates. 


BRIEF  OF  PETITIONERS. 


H.  J.  HAMLIN,  Attorney  for  Petitioners. 
FELIX  J.  STREYCKMANS,   Of  Counsel. 


215 


CONSTITUTIONAL  PROVISIONS  APPLICABLE  TO 
RAILROADS. 


REPORTS. 

'•The  directors  of  every  railroad  corporation  shall  annually  make  report, 
under  oath,  to  the  Auditor  of  Public  Accounts,  or  to  some  officer  to  be  desig- 
nated by  law.  of  all  their  acts  and  doings,  which  report  shall  include  such 
matters  relating  to  railroads,  as  may  be  prescribed  by  law,  and  the  General 
Assembly  shall  pass  laws  enforcing  by  suitable  penalties  the  provisions  of 
this  section 

Sec.  9,  Art,  11,  Con.  1870. 

RAILROADS,  HIGHWAYS,  RATES. 

''Railways  heretofore  constructed  or  that  may  be  hereafter  constructed  in 
this  State  are  hereby  declared  public  highways  and  shall  be  free  to  all  per- 
sons for  the  transportation  of  their  persons  and  property  thereon,  under  such 
regulations  as  may  be  prescribed  by  law.  And  the  General  Assembly  shall 
from  time  to  time  pass  laws  establishing  reasonable  maximum  rates  of  charges 
for  the  transportation  of  passengers  and  freight  on  the  different  railroads  in 
this  State." 

Sec.  12,  Art.  11,  Con.  1870. 

ISSTKS  OF  STOCKS  OK  BONDS  EXCEPT  FOR  MONEY,  PROPERTY 
OR  LAHOR.  VOID'. 

"No  railroad  corporation  shall  issue  any  stocks  or  bonds,  except  for  money, 
labor  or  property  actually  received,  and  applied  to  the  purposes  for  which 
such  corporation  was  created:  and  all  stock  dividends  and  other  fictitious  in- 
crease of  capital  stock  or  indebtness  of  any  such  corporation  shall  be  void. 
The  capital  stock  of  no  railroad  corporation  shall  be  increased  for  any  pur- 
pose except  upon  giving  sixty  days'  notice,  in  such  manner  as  may  be  pro- 
vided by  law." 

This  provision  of  the  constitution  was  construed  by  the  Supreme  Court  in 
rather  an  early  case.  It  was  held  that  the  object  of  this  provision,  in  pro- 
viding that — 

"No  railroad  corporation  shall  issue  any  stocks  or  bonds  except  for 
money,  labor,  or  property  actually  received,  and  applied  to  the  purposes 
for  which  such  corporation  was  created:  and  all  stock  dividends  and  other 
fictitious  increases  of  the  capital  stock  or  indebtedness  of  such  corpora- 
tion shall  be  void" 

was  to  prevent  recklessness  and  unscrupulous  speculators  under  the  guise  or 
pretense  of  railroad  building,  or  accomplishing  some  other  legitimate  corpor- 
ate purpose,  from  fraudulently  issuing  and  putting  upon  the  market  bonds 
and  stocks  that  do  not  and  are  not  intended  to  represent  money  or  property 
of  any  kind,  either  in  posession  or  in  expectancy,  the  stocks  or  bonds  in  such 
case  being  entirely  factitious. 


21(5 

And  in  the  same  case  it  was  held  that  where  bonds  had  in  fact,  been  issued 
for  money  or  property,  and  the  money  or  property  received  was  diverted  to 
some  fraudulent  object,  that  the  constitutional  provision  could  not  be  inter- 
posed in  equity  against  the  bond  holders. 

P.  &S.  R.  R.  Co.  v.  Thompson,  103  111.,  187. 

The  construction  of  the  constitution  in  this  case  has  been  adhered  to  with 
consistency  to  the  present  time 

'McAnijf'e  v.  Renter,  166  111.,  498; 
Bruegestmdt  v.  Ludwig,  184  111.,  39: 
Memphis,  etc..  RaUroadv.  Dow,  120  U.  S.,  298. 

And  it  will  be  noted  that  the  extent  to  which  these  cases  go  is  this:  that  as 
between  innocent  holders  of  bonds  issued  in  violation  of  the  provision  of  the 
constitution  and  someone  interposing-  the  contention  that  the  bonds  are  void 
under  the  constitution,  that  they  will  be  held  valid,  and  that  the  Court  was 
not  called  upon,  in  any  of  the  cases  cited,  to  determine  whether  such  bonds 
or  stocks  would  be  regarded  as  valid  as  against  the  public  for  the  purpose  of 
determining  a  reasonable  schedule  of  maximum  rates. 

The  contrary  doctrine  has  been  recognized  by  the  Supreme  Court  of  the 
United  States,  in  the  case  of  Smyth  v.  Ames: 

"If  a  railroad  corporation  has  bonded  its  property  for  an  amount  that 
exceeds  its  fair  value,  or  if  its  capitalization  is  largely  fictitious,  it  may 
not  impose  upon  the  public  the  burden  of  such  increased  rates  as  may  be 
required  for  the  purpose  of  realizing  profits  upon  such  excessive  valuation 
or  fictitious  capitalization,  and  the  apparent  value  of  the  property  and 
franchises  used  by  the  corporation,  as  represented  by  its  stocks,  bonds 
and  obligations,  is  not  alone  to  be  considered  when  determining  the  rates 
that  may  be  reasonably  charged." 
Smyth  v.  Ain&t,  169  U.  S.,  544: 

Citing: 
Covington  &  Lexington  Turnpike  Road  Co.  v.  Sandfard,  164  U.  S.,  596. 

DISCRIMINATION  ix  RATES  CONTRARY  TO  CONSTITUTION. 

"The  General  Assembly  shall  pass  laws  to  correct  abuses,  and  prevent 
unjust  discrimination  and  extortion,  in  rates  of  freight  and  passenger  tariffs 
on  the  different  railroads  in  this  State,  and  enforce  such  laws  by  adequate 
penalties,  to  the  extent,  if  necessary  for  that  purpose,  of  forfeiture  of  their 
property  and  franchises.'" 

Sec.  15,  Art.  11,  Con.  1870. 

STATUTORY    PROVISIONS,    RAILROADS. 

APPOINTMENT  AND  QUALIFICATION  OF   RAILROAD  AND  WAREHOUSE 
COMMISSIONERS. 

Three  commissioners  every  two  years; 

To  be  in  no  way  connected  with  railroad  company  or  warehouse; 
Not  directly  or  indirectly  interested  in  any  stock,  bond  or  other  property  of 
railroad  or  warehouse: 

Not  to  be  in  the  employment  of  any  railroad  company  or  warehouseman; 
May  be  removed  in  discretion  of  Governor. 

Sections  1  and  2.  Chap.  114,  Kurd's  R.  S.,  p.  1469. 

ALL  RAILROADS  INCORPORATED  OR  DOIN*.  lii  SINKSS  IN  ILLINOIS  TO  REPORT. 

Every  railroad  company  incorporated  or  doing  business  in  this  State,  or 
which  shall  hereafter  become  incorporated  or  do  business  under  any  general 
or  special  law  of  this  State,  shall  on  or  before  the  first  day  of  September 
in  the  year  of  our  Lord  1871,  and  on  or  before  the  same  day  in  each  year 
thereafter,  make  and  transmit  to  the  commissioners  appointed  by  virtue  of 
this  act,  at  their  office  in  Springfield,  a  full  and  true  statement  under  oath  of 
the  proper  officers  of  said  corporation,  of  the  affairs  of  their  said  corporation. 
as  the  same  existed  on  the  first  day  of  the  preceding  July,  specifying: 


217 

First — The  amount  of  capital  stock  subscribed  and  by  whom; 

Third — The  amount  of  capital  stock  paid  in  and  by  whom: 

Fourth--The  amount  of  assets  and  liabilities; 

Sixth — The  amount  of  cash  paid  to  the  company  on  account  of  the  original 
capital  stock; 

Seventh — The  amount  of  funded  debt: 

Eighth — The  amount  of  floating-  debt; 

Ninth — The  estimated  value  of  the  road  bed  including-  iron  and  bridges; 

Tenth — The  estimated  value  of  rolling-  stock; 

Eleventh" — The  estimated  value  of  stations,  building-s  and  fixtures; 

Twelfth — The  estimated  value  of  other  property: 

Thirteenth — The  length  of  single  main  track; 

Fourteenth — The  length  of  double  main  track: 

Fifteenth— The  length  of  branches,  stating  whether  they  have  single  or 
double  track; 

Seventeenth — The  number  of  miles  run  by  passenger  trains  during  the  year 
preceding  the  making  of  the  report: 

Eighteenth  — The  number  of  miles  run  by  freight  trains  during  the  same 
period: 

Nineteenth — The  number  of  tons  of  through  freight  carried  during  the  same 
time: 

Twentieth— The  number  of  tons  of  local  freight  carried  during  the  same 
time: 

Twenty-first — Its  monthly  earnings  for  the  transportation  of  passengers  during 
the  *ame  time; 

Twenty-second — Its  monthly  earning*  for  the  transportation  of  freight  during 
the  same  time; 

Twenty-third — Its  monthly  earnings  from  all  other  sources  respectively: 

Twenty-fourth — The  amount  of  expense  incurred  in  the  running  and  manags- 
ment  of  passenger  trains  during  the  same  tune; 

Twenty-fifth  —The  amount  of  expense  incurred  in  the  running  and  manage- 
ment of  freight  trains  during  the  same  time;  also,  the  amount  of  expense  incurred 
in  the  running  and  management  of  mixed  trains  during  the  same  time; 

Twenty-sixth — All  other  expenses  incurred  in  the  running  and  management 
of  the  road  during  the  same  time,  including  the  .salaries  of  officers,  which  shall 
be  reported  *ep<ir<dcly; 

Twenty-seventh — Tlic  amount  expended  for  repairs  of  road  and  maintenance 
of  way.  including  repair*  and  reneiral  of  bridges  and  renewal  of  iron; 

Twenty  eighth — The  amount  expended  for  itnprorement.  and  irhcther  the  same 
are  estimated  ax  a  part  of  the  expenses  of  operating  or  repairing  the  rood,  and 
if  either,  irh'u-li ; 

Twenty- ninth — The  amount  expended  for  motive  power  and  cars; 

Thirtieth  -  The  amount  expended  for  station  houses,  buildings  and  fixtures.; 

Thirty- first  —  All  other  expenses  for  the  maintenance  of  way; 

Thirty-second— All  other  expenditures,  either  for  the  management  of  the 
road,  maintenance  of  way.  motive  power  and  cars,  or  for  other  purposes; 

Thirty-third— The  rate  of  fare  for  passengers  for  each  month  during  the 
same  time,  through  and  way  passengers  separately: 

Thirty-fourth  The  tariff  of  freights,  shoiring  each  change  of  tariff  during  the 
same  time; 

Thirty-fifth — A  copy  of  each  published  rate  for  passengers  and  tariff  of  freight 
in  force  or  issued  for  the  government  of  its  agents  during  the  same  time; 

Thirty-sixth — Whether  the  rates  of  fare  a  -,d  tariff  of  freights  in  such  published 
lists  are  the  same  as  those  actually  received  by  the  company  during  the  same  time; 
if  not,  what  were  received. 

Sec.  6.  Chap.  H4,  p.  1470,  HurcVs  R.  S.,  1903. 

Said  commissioners  may  make  and  propound   to  such    railroad  companies 
any  additional  interrogatories,  which  shall  be  answered  by  such  companies 
in  the  same  manner  as  those  specified  in  the  foregoing  section. 
Sec.  7,  Chap.  114,  p.  1471,  Kurd's  R.  S.,  1903. 


218 

COMMISSIONERS  TO  REPORT  AND  MAKE  RECOMMENDATIONS. 

Commissioners  shall  report  to  Governor  on  or  before  the  first  day  of  Decem- 
ber each  year,  their  doings  for  preceding  year.  State  such  facts  and  make 
such  explanations  as  will  disclose  actual  workings  of  the  system  of  railroad 
transportation  and  warehouse  business  in  their  bearings  upon  the  business 
and  prosperity  of  the  people  of  this  State,  and  such  suggestions  in  relation 
thereto,  as  may  seem  appropriate,  and  particularly  first  whether  in  their 
judgment  the  railroads  can  be  classified  in  regard  to  rates  of  fare  and  freight 
to  be  charged,  second  whether  a  classification  of  freight  can  als6  be  made, 
and  if  so  in  what  manner. 

COMMISSIONERS  TO  PROSECUTE  OFFENSES. 

Said  commissioners  to  examine  into  condition  and  management,  and  all 
other  matters  concerning  business  of  railroads  and  warehouses,  so  far  as  same 
pertain  to  their  relation  to  the  public;  whether  they  and  their  officers  and 
agents,  employes,  lessees  and  managers  comply  with  the  laws  of  this  State 
now  in  force  or  which  shall  hereafter  be  in  force  concerning  them.  Whenever 
it  shall  come  to  their  knowledge  by  complaint  or  otherwise,  or  they  shall  have 
reason  to  believe  that  any  law  regulating  railroads  or  warehouses  has  been  or  <x 
being  violated,  commissioners  shall  prosecute  or  cause  to  be  prosecuted,  all  corpo- 
rations or  persons  guilty  of  such  violations.  Made  their  duty  to  cause  one  of  their 
number  at  least  once  in  six  months  to  visit  each  county  in  which  is  located  a  rail- 
road station  and  personally  inquire  into  the  management  of  railroad  and  ware- 
house business  to  enable  commissioner*  to  perform  efficiently  their  duties. 
Sec.  11,  Chap.  114.  p.  1471,  H.  R.  S  ,  1903. 

POWER  TO  EXAMINE  BOOKS. 

The  property,  books,  records,  accounts,  papers  and  proceedings  of  all  such 
railroad  companies,  and  all  public  warehousemen,  shall  at  all  times  during 
business  hours,  be  subject  to  the  examination,  and  inspection  of  such  Com- 
missioners, and  they  shall  have  power  to  examine,  under  oath  or  affirmation, 
any  and  all  directors,  officers,  managers,  agents  and  employes  of  any  such 
railroad  corporation,  and  any  and  all  owners,  managers,  lessees,  agents,  and 
employes  of  such  public  warehouse,  and  other  persons,  concerning  any  mat- 
ter, relating  to  the  condition  and  management  of  such  business. 
Sec.  13,  Chap.  114,  p.  1473,  H.  R.  S.,  1903. 

POWER  TO  COMPEL  ATTENDANCE  OF  WITNESSES. 

In  making  any  examination  as  contemplated  by  this  act,  or  for  the  purpose 
of  obtaining  information  pursuant  to  this  act,  said  Commissioners  shall  have 
the  power  to  issue  subpoenas  for  the  attendance  of  witnesses  and  may  admin- 
ister oat^is.  In  case  any  persons  shall  wilfully  fail  or  refuse  to  obey  such 
subpoena,  it  shall  be  the  duty  of  the  Circuit  Court  of  any  County  upon  the 
application  of  said  Commissioners  to  issue  an  attachment  for  such  witnesses 
and  compel  such  witnesses  to  attend  before  the  Commissioners,  and  give  their 
testimony  upon  such  matters  as  shall  be  lawfully  required  by  such  Commis- 
sioners; and  the  said  Court  shall  have  power  to  punish  for  contempt,  as  in 
other  cases  of  refusal  to  obey  the  process  and  order  of  such  Court. 
Sec.  14,  Chap.  114,  p.  1473,  H.  R.  S.,  1903. 

PKNAL.TY  FOR  WITNESSES  TO  OBEY  SUBPOENA. 

Any  person  who  shall  wilfully  neglect  or  refuse  to  obey  the  process  of  sub- 
poena issued  by  Commissioners,  subject  to  fine  not  less  than  $25,  nor  more 
than  $500. 


219 

I 'EXALT  Y  AGAINST  RAILROAD  COMPANIES  AND  WAREHOUSEMEN. 

Every  railroad  company,  and  every  officer,  agent  or  employe  of  any  railroad 
company,  and  every  owner,  lessee,  manager,  or  employe  of  any  warehouse, 
who  shall  wilfully  neglect  to  make,  and  furnish  any  report  required  in  this 
act.  at  the  time  herein  required,  or  who  shall  wilfully  and  unlawfully  hinder, 
delay  or  obstruct  said  Commissioners  in  the  discharge  of  the  duties  imposed 
upon  them,  shall  forfeit  and  pay  a  sum  of  not  less  than  $100  nor  more  than 
$5,000  for  each  offense  to  be  recovered  in  an  action  of  debt,  in  the  name  and 
for  the  use  of  the  People  of  the  State  of  Illinois;  and  every  railroad  company, 
and  every  officer,  agent  or  employe  of  any  such  railroad  company  and  every 
owner,  lessee,  manager  or  agent  or  employe  of  any  public  warehouse,  shall 
be  liable  to  a  like  penalty  for  every  period  of  ten  days  it  or  he  shall  wilfully 
neglect  or  refuse  to  make  such  report." 

Sec.  16,  Chap    114,  p.  1473,  H.  R.  S.,  1903. 

EXTORTION  AND  UNJUST  DISCRIMINATION. 

Act  of  May  2,  1873,  Chap.  114,  Kurd's  R.  S.,  1899,  p.  1339. 

Section  1,  defines  extortion. 

Section  2,  defines  unjust  discrimination. 

Section  3,  prescribes  rules  of  evidence  for  trial  of  causes  under  provisions 
of  act. 

Section  4.  prescribes  penalties  for  extortion  and  unjust  discrimination. 

Section  5;  provides  for  recovery  of  penalties  in  action  of  debt  and  for  ac- 
cumulation of  penalties  in  case  of  former  recoveries. 

Section  6.  provides  for  recovery  of  damages  by  person  or  corporation 
injured  by  unjust  discrimination  against  it. 

DUTY  OF  CoMMissroxEus  TO  ENFORCE  ACT. 

Section  7.  It  shall  be  the  duty  of  the  railroad  and  warehouse  commissioners 
to  personally  investigate  and  ascertain  the  provisions  of  this  act  are 
violated  by  any  railroad  corporation  in  this  State,  and  to  visit  the  various 
stations  upon  the  line  of  each  railroad  for  that  purpose,  as  often  as  practic- 
able: and  trtienever  the  facts,  in  any  manner  ascertained  by  said  Commissioners 
in  tficir  judgment  irarrant  such  prosecution,  it  shall  be  the  duty  of  said 
to  ininiediatelu  cause  suits  to  be  commenced  and  prosecuted  against 
any  railroad  corporation  u-hu-h  may  violate  the  provisions  of  this  act.  Such  suits 
and  prosecutions  may  be  instituted  in  any  county  in  this  State,  through  or 
into  which  the  line  of  the  railroad  corporation  sued  for  violating  this  act 
may  extend.  And  such  railroad  and  warehouse  commissioners  are  hereby 
authorized,  when  the  facts  of  the  case  presented  to  them  shall  in  their  judg- 
ment, warrant  the  commencement  of  such  action,  to  employ  counsel  to  assist 
the  Attorney  General  in  conducting  such  suit  on  behalf  of  the  State.  No 
such  suits  commenced  by  said  Commissioners  shall  be  dismissed,  except  said 
Railroad  and  Warehouse  Commissioners  and  the  Attorney  General  shall  con- 
sent thereto. 

COMMISSIOXKIIS  TO  MAKE  SCHEDULES  OF  MAXIMUM  RATES  AND  TO  REVISE 
SAME  FROM  TIME  TO  TI.MK. 

The  Railroad  and  Warehouse  Commissioners  are  hereby  directed  to  make 
for  each  of  the  railroad  corporations  doing  business  in  this  State,  as  soon  as 
practicable  a  schedule  of  reasonable  maximum  rates  of  charges  for  the  trans- 
portation of  passengers  and  freights,  and  cars  of  each  said  railroads;  and 
said  schedule  shall  in  all  suits  brought  against  such  railroad  corporations 
wherein  is,  in  any  way,  involved  the  charges  of  any  such  railroad  corporation 
for  the  transportation  of  any  passenger  or  freight  or  cars,  or  unjust  discrim- 
ination in  relation  thereto,  be  deemed  and  taken  in  all  courts  in  this  State  as 
prima  facie  evidence,  that  the  rates  therein  fixed  are  reasonable  maximum 
rates  of  charges  for  the  transportion  of  passengers  and  freights,  and  cars, 


220 

upon  the  railroads  for  which  said  schedules  may  have  been  respectively  pre- 
pared. Said  Commissioners  shall  from  time  to  time,  as  often  as  circumstance* 
may  require,  change  and  revise  said  schedules.  When  any  schedule  shall  have 
been  made  or  revised,  as  aforesaid,  it  shall  be  the  duty  of  said  Commissioners 
to  have  the  same  printed  by  the  State  printer,  under  the  contract  governing 
the  State  printing,  and  said  Commissioners  shall  furnish  two  copies  of  such 
printed  schedule  to  the  president,  general  superintendent  or  receiver  of  each 
railroad  company  or  corporation  doing  business  in  this  State.  All  such 
schedules  heretofore  or  hereafter  made  shall  be  received  and  held  in  all  such 
suits  as  prima  facie  the  schedules  of  said  Commissioners  without  further 
proof  than  the  production  of  the  schedule  desired  to  oe  used  as  evidence, 
with  a  certificate  of  the  Railroad  and  Warehouse  Commissioners  that  the 
same  is  a  true  copy  of  a  schedule  prepared  by  them  for  the  railroad  company 
or  corporation  therein  named. 


ACT    TO    PREVENT    EXTORTION  AND    UNJUST    DISCRIMINATION 

CONSTRUED. 

Is  merely  declaratory  of  common  law.  At  common  law,  carriers  must  carry 
all  freight  offered  to  them,  and  can  only  make  reasonable  charges  for  so 
doing. 

C.  B.  &  Q.  v.  Jones,  149  111.,  361. 

The  legislature  has  power  to  directly  fix  the  rates  of  charges.  It  has  the 
right  to  declare  what  is  reasonable,  and  when  it  does  so  its  declaration  is 
conclusive  as  to  the  reasonableness  of  the  rates,  and  a  charge  beyond  the 
maximum  fixed  by  it  must  be  regarded  as  unreasonable.  But  where  the 
Legislature  creates  a  commission  to  regulate  the  rate  of  charges,  s  ich  com- 
mission has  no  power  to  make  a  schedule  of  rates  which  shall  be  final  and 
conclusive  evidence  as  to  the  unreasonableness  of  charges  in  excess  thereof, 
because  judicial  inquiry  would  thereby  be  cut  off. 
C.  B.  &  Q.  v.  Jones,  149,  111.,  361. 

Schedules  prepared  by  a  railroad  commission  constitute  pruna  fade  evidence 
of  the  reasonableness  of  rates  therein  fixed,  and  such  is  the  act  of  1873. 
C.  B.  A  Q.  v.  Jones,  149  111.,  361. 


LIMITATION  OF  CHARGES  OP  PERSON  OR  CORPORATION  IN  PUBLIC 
SERVICE  AN  OLD  PRINCIPLE. 

Under  the  powers  inherent  in  every  sovereignty,  a  government  may  regu- 
late the  conduct  of  its  citizens  toward  each  other,  and  when  necessary  for  the 
public  good,  the  manner  in  which  each  shall  use  his  own  property.  It  has, 
in  the  exercise  of  these  powers,  been  customary  in  England  from  time  im- 
memorial, and  in  this  country  from  its  first  colonization,  to  regulate  ferries, 
common  carriers,  hackmen,  bakers,  millers,  wharfingers,  inn-keepers,  etc., 
and  in  so  doing  to  fix  the  maximum  charge  to  be  made  for  services  rendered, 
accommodations  furnished  and  articles  sold. 

When  the  owner  of  property  devotes  it  to  a  use  in  which  the  public  has  an 
interest,  he  in  effect  grants  to  the  public  an  interest  in  such  use,  and  mst  to 
the  extent  of  that  interest  submit  to  be  controlled  by  the  public  for  the  com- 
mon good  as  long  as  he  maintains  the  use.  He  may  withdraw  his  grant  by 
discontinuing  the  use. 

Rights  of  property,  and  to  a  reasonable  compensation  for  its  use,  created 
by  the  common  law,  can  not  te  taken  awa;\  ,  without  due  process;  but  the 
law  itself,  as  a  rule  of  conduct,  may,  unless  constitutional  limitations  forbid, 
be  changed  at  the  will  of  the  legislature  The  great  otnce  of  statutes  is  to 
remedy  defects  in  the  common  law  as  they  are  developed,  and  to  adopt  it  to 
the  changes  of  time  and  circumstances. 
Munnv.  Illinois,  94  U.  S.,  113. 


221 

RIGHTS  OF  PUBLIC  IN  RAILROAD  PROPERTY. 

Railroad  property  ceases  to  be  juris  privati,  merely,  and  is  clothed  with  a 
quasi  public  use.  Parties  dealing-  with  such  property  or  taking  security 
thereon  do  so  with  a  knowledge  of  such  public  use  and  subject  thereto. 
Consequently  stockholders  and  bondholders  in  a  railroad  company  hold  such 
property  subject  to  these  principles: 

(1)  The  right  of  the  State  to  fix  a  reasonable  maximum  freight  rate  upon 
all  freight  shipped  from  point    to  point  in  the  State,    and  such  right  in  the 
State  is  paramount    to    any  right    which  is    or    may  be    acquired  by    a  stock- 
holder-bond holder. 

(2)  The  right  of  the  State  being  superior,  in  determining  what  is  a  reason- 
able rate  the  interest  of  such  bondholder  can  not  be   set  up  or    considered 
against  the  interest  of  the  State. 

(3)  In  determining  the  reasonableness  of  the  rates  it  cannot  be   other  than 
such  a  rate  as  will  pay  the   expense  of  operation,   when  prudently   and  eco- 
nomically managed,  and  something  more  at  least  for  the  company. 

Reagan  v.  Mercantile  Trust  Co.,  154  U.  S.,  413. 

In  Smyth  v.  Ames,  169  U.  S.,  it  was  contended  by  the  railroad  companies 
that  they  were  entitled  to  exact  such  charges  for  transportation  as  will  en- 
able them  at  all  times,  not  only  to  pay  operating  expenses  but  to  meet  the 
interest  regularly  accruing  upon  outstanding  obligations,  and  justify  a  divi- 
dend upon  stock. 

To  this  contention  the  court  replied: 

"In  our  opinion,  the  broad  proposition  advanced  by  counsel  involves 
some  misconception  of  the  relations  between  the  public  and  a  railrood 
corporation.  It  is  unsound  in  that  it  practically  excludes  from  consider- 
ation the  fair  value  of  the  property  used,  omits  altogether  any  considera- 
tion of  the  right  of  the  public  to  be  exempt  from  unreasonable  exactions, 
and  makes  the  interest  of  the  corporation  maintaining  a  public  highway 
the  sole  test  in  determining  whether  the  rates  established  by  or  for  it  are 
such  as  may  be  rightfully  prescribed  as  between  it  and  the  public.  A 
railroad  is  a  public  highway,  and  none  the  less  so  because  constructed 
and  maintained  through  the  agency  of  a  corporation  deriving  its  exist- 
ence and  powers  from  the  State.  Such  a  corporation  was  created  for 
public  purposes.  It  performs  a  function  of  the  State.  Its  authority  1o 
exercise  the  right  of  eminent  domain,  and  to  charge  tolls  was  given  pri- 
marily for  the  benefit  of  the  public.  It  is  under  governmental  control, 
though  such  control  must  be  exercised  with  due  regard  to  the  constitu- 
tional guaranties  for  the  protection  of  its  property.'' 

It  can  not  therefore  be  admitted  that  a  railroad  corporation  maintaining  a 
highway  under  the  authority  of  the  State  may  fix  its  rates  with  a  view  solely 
to  its  own  interests,  and  ignore  the  rights  of  the  public.  But  the  rights  of 
the  public  would  be  ignored  if  rates  for  the  transportation  of  persons  or  prop- 
erty on  a  railroad  were  exacted  without  reference  to  the  fair  value  of  the 
property  used  for  the  public  or  the  fair  value  of  the  services  rendered,  but  in 
order  simply  that  the  corporation  may  make  operating  expenses,  pay  the 
interest  on  its  obligations,  and  declare  a  dividend  to  stockholders. 

"If  a  railroad  corporation  has  bonded  its  property  for  an  amount  that 
exceeds  its  fair  value,  or  if  its  capitalization  is  largely  ficticious,  it  may 
not  impose  upon  the  public  the  burden  of  such  increased  rates  as  may  be 
required  for  the  purpose  of  realizing  profits  upon  such  excessive  valua- 
tion or  ficticious  capitalization,  and  the  apparent  value  of  the  property 
and  franchises  used  by  the  corporation,  as  represented  by  its  stocks, 
bonds  and  obligations,  is  not  alone  to  be  considered  when  determining 
the  rates  that  may  be  reasanably  charged.  What  was  said  in  Covington 
and  Lexington  Turnpike  Road  Co.  v.  Sanford,  164  U.  S.,  578,  is  pertinent 
to  the  question  under  consideration.  It  was  there  observed: 

'It  cannot  be  said  that  a  corporation  is  entitled,  as  of  right,  and  with- 
out reference  to  the  interests'  of  the  public,  to  realize  a  given  per  cent 
upon  its  capital  stock.  'When  the  question  arises  whether  the  legislature 
has  exceeded  its  constitutional  power  in  prescribing  rates  to  be  charged 
by  a  corporation  controlling  a  public  highway,  stockholders  are  not  the 
only  persons  whose  rights  or  interests  are  to  be  considered.  The  rights 


222 

of  the  public  are  not  to  be  ignored.  It  is  alleged  here  that  the  rates  pre- 
scribed are  unreasonable  and  unjust  to  a  company  and  its  stockhol- 
ders, but  that  involves  an  inqu'n-y  as  to  what  is  reasonable  and  just  for 
the  public.  The  public  cannot  properly  be  subjected  to  unreasonable 
rates,  in  order  simply  that  stockholders  may  earn  dividends.  The  legis- 
lature has  the  authority,  in  every  cas>e  where  its  power  has  not  been  res- 
trained by  contract,  to  proceed  upon  the  ground  that  the  public  may  not 
rightly  be  required  to  submit  to  unreasonable  exactions  for  the  use  of  a 
public  highway,  established  and  maintained  under  legislative  authority. 
If  the  corporation  cannot  maintain  such  a  highway  and  earn  dividends 
for  stockholders,  it  is  a  misfortune  for  it  and  them,  which  the  constitu- 
tion does  not  require  to  be  remedied  by  imposing  unjust  burdens  upon 
the  public.  So  that  the  right  of  the  public  to  use  the  defendant's  turn- 
pike, upon  the  payment  of  such  tolls  as,  in  view  of  the  value  and  nature 
of  the  services  rendered  by  the  company,  are  reasonable,  is  an  element  in 
the  general  inquiry  whether  the  rates  established  by  law  are  unjust  and 
unreasonable.' 

A  corporation  maintaining  a  public  highway,  although  it  owns  the 
property  it  employs  for  accomplishing  public  objects,  must  be  held  to 
have  accepted  its  rights,  privileges  and  franchises  subject  to  the  condi- 
tion that  the  government  creating  it  or  the  government  within  whose 
limits  it  conducts  its  business,  may  by  legislation  protect  the  people 
against  unreasonable  charges  for  services  rendered  by  it.  It  cannot  be 
assumed  that  any  railroad  corporation  accepting  franchise  rights  and 
privileges  at  the  hands  of  the  public  ever  supposed  that  it  acquired  or 
that  it  was  intended  to  grant  to  it  the  power  to  construct  and  maintain  a 
public  highway  simply  for  its  benefit,  without  regard  to  the  rights  of  the 
public.  Hut  it  is  equally  true  that  the  corporation  performing  such  ser- 
vices and  the  people  financially  interested  in  its  business  and  affairs  have 
rights  that  may  not  be  invaded  by  legislative  enactment  in  disregard  of 
the  fundimental  guaranties  for  the  protection  of  property. 
Smyth  v.  Ames,  169  U.  S..  544. 

We  hold  *  *  *  that  the  basis  of  all  calculations  as  to  the  reason- 
ableness of  rates  to  be  charged  by  a  corporation  maintaining  a  highway 
undei  legislative  sanction  must  be  the  fair  value  of  the  property  being- 
used  bj7  it  for  the^convenience  of  the  public,  and  in  order  to  ascertain  that 
value  the  original  cost  of  construction,  the  amount  expended  in  permanent 
improvements,  the  amount  and  market  value  of  its  bonds  and  stocks,  the 
present  as  compared  witli  the  original  cost  of  construction,  the  probable 
earning  capacity  of  the  property  under  particular  rates  prescribed  by  sta- 
tute, and  the  sum  required  to  meet  operating  expenses  are  all  matters  for 
consideration  and  are  to  be  given  such  weight  as  may  be  just  and  right 
in  each  case.  We  do  not  say  that  there  may  not  be  other  matters  to  be 
regarded  in  estimating  the  value  of  the  property.  What  the  company  is 
entitled  to  ask  is  a  fair  return  upon  the  value  of  that  which  it  employs  for 
the  public  convenience.  On  the  other  hand,  what  the  public  is  entitled 
to  demand  is  that  no  more  be  exacted  from  it  for  the  use  of  the  public 
highway  than  the  services  rendered  by  it  are  reasonably  worth  " 
Smyth  v.  Ames.  161>  U.  S..  547. 

PROFITS  OF  IXTRA-STATK    l»rsi\i-:s>    CANNOT    UK    AUSOKHED    TO    MKKT  Los->i> 
ox  INTER-STATE   Brsi.\i>>. 

While  by  the  case  of  Smith  vs.  Ames  the  principal  is  clearly  established 
that  only  intra-state  business  can  be  taken  into  consideration  in  fixing  the 
maximum  schedule  of  reasonable  rates  for  a  State,  it  is  also  held  that  the 
profits  of  intra-state  business  cannot  be  absorbed  in  the  payment  of  losses  on 
inter-state  business.  And  the  result  of  that  conclusion  is  that  in  considering 
whether  the  intra-state  business  of  a  particular  road  or  the  roads  of  a  partic- 
ular state,  is  sufficient  to  warrant  a  reduction  in  rates,  income,  capitalization 
and  expenses  must  be  considered  alone  with  respect  to  the  business  of  the 
state.  It  is  said: 


223 

"The  state  cannot  justify  unreasonably  low  rates  for  domestic  trans- 
portation considered  alone  upon  the  ground  that  the  carrier  is  earning 
large  profits  on  its  inter-state  business,  'over  which,  so  far  as  rates  are 
concerned,  the  State  has  no  control.  No)'  can  the  carrier  justify  unreason- 
ably high  rates  on  domestic  business  upon  the  around  that  it  will  be  able  only 
in  that  iray  to  meet  losses  on  its  inter-state  business." 
Smyth  v.  Ames.  KV.»  U .  S..  541. 

UNLESS  RATES  FIXED  CLEARLY  UNREASONABLE  COURT  WILL  NOT  INTERFERE. 

'•It  should  be  remembered  that  the  judiciary  o^^ght  not  to  interfere  with 
the  collection  of  rates  established  under  legislative  sanction  unless  they 
are  so  plainly  and  palpably  unreasonable  as  to  make  their  enforcement 
equivalent  to  the  taking-  of  property  for  public  use  without  such  compen- 
sation as,  under  all  the  circumstances,  is  just,  both  to  the  owner  and  to 
the  public:  that  is,  judicial  interference  should  never  occur,  unless  the 
case  presents  clearly  and  beyond  all  doubt  such  a  flag-rant  attack  upon 
the  rights  of  property,  under  the  guise  of  regulations,  as  to  compel  the 
court  to  say  that  the  rates  prescribed  will  necessarily  have  the  effect  to 
deny  just  compensation  for  private  property  taken  for  the  public  use." 
San  Dieijo  Land  Co.  v.  National  City,  174  U.  S.,  754. 

A  PUBLIC  SERVICE  CORPORATION  is  ONLY  ENTITLED  TO  A  FAIR  RETURN  ON  THE 
PROPERTY  ACTUALLY  EMPLOYED  IN  THE  SERVICE  OF  THE  PUBLIC,  AND  NOT 
UPON  ANY  FICTITIOUS  VALUE  IN  STOCKS  OR  BONDS. 

'•And  in  order  to  ascertain  that  fact,  the  original  cost  of  construction, 
the  amount  expended  in  permanent  improvements,  the  amount  and  market 
value  of  its  bonds  and  stocks,  the  present  as  compared  with  the  original 
cost  of  construction,  the  probable  earning-  capacity  of  the  property  under 
particular  rates  prescribed  by  the  statute,  and  the  sum  required  to  meet 
operating  expenses,  are  all  matters  for  consideration  and  are  to  be  given 
such  weight  as  may  be  just  ;md  right  in  each  case.  We  do  not  say  that 
there  may  not  be  other  matters  to  be  regarded  in  estimating  the  value 
of  the  property.  What  the  company  is  entitled  to  ask  is  a  fair  return  on 
the  value  of  that  which  it  employs  for  the  public  convenience.  On  the 
other  hand,  what  the  public  is  entitled  to  demand  is  that  no  more  be 
exacted  from  it  for  the  use  of  a  public  highway  than  the  services  rendered 
by  it  are  reasonably  worth.  'Each  case  must  depend  upon  its  special 
facts,  and  when  a  court,  without  assuming  itself  to  prescribe  rates,  is 
required  to  determine  whether  the  rates  prescribed  by  the  legislature  for 
a  corporation  controlling  a  public  highway,  are,  as  an  entirety,  so  unjust 
as  to  destroy  the  value  of  its  property  for  all  the  purposes  for  which  it 
was  acquired,  its  duty  is  to  take  into  consideration  interests  both  of  the 
public  and  of  the  owner  of  the  property,  together  with  all  other  circum- 
stances that  are  fairly  to  be  considered  in  determining  whether  the  legis- 
lature has.  under  the  guise  of  regulating  rates,  exceeded  its  constitu- 
tional authority,  and  practically  deprived  the  owner  of  property  without 
due  process  of  law.  The  utmost  that  any  corporation  operating  a  public 
highway  can  rightfully  demand  at  the  hands  of  the  legislature,  when  ex- 
ercising its  general  powers,  is  that  it  receives  what,  under  all  the  cir- 
cumstances, is  such  compensation  for  the  use  of  its  property  as  will  be 
just,  both  to  it  and  to  the  public.'  ' 

Redlands  Domestic  Water  Co.  v.  Ucdlands,  53  Pacific  Reporter,  843: 

Covington  &  Lexington  Tnrn})U\e  Road  Co.  v.  Sandford,  164  U.  S.,  578; 

San  Diego  Water  Co.  v.  San  Diego.  118  Calif.,  556;. 

San  Diego  Land  Co.  v.  National  City,  174  U.  S..  756. 

PROFITS  THAT  MUST  BE  ALLOWED  PUBLIC  SERVICE  CORPORATION. 

It  is  not  the  settled  doctrine  of  the  courts  that  any  particular  amount  or 
per  cent  of  profit  shall  be  earned  by  a  public  service  corporation  in  order 
that  it  may  be  said  that  the  rate  fixed  by  law  does  not  deprive  it  of  its 


224 

property  without  just  compensation.  If  some  profits  are  left,  after  paying 
operating-  expenses  and  fixed  charges,  many  courts  have  held  that  the  ques- 
tion of  the  reasonableness  of  the  rate  is  a  legislative  and  not  a  judicial  ques- 
tion: but  the  better  rule  seems  to  be,  that  what  is  a  reasonable  profit  or  a 
reasonable  rate  for  service,  is  a  question  to  be  determined  by  the  court  from 
all  the  circumstances,  and  what  might  be  considered  reasonable  in  one  case 
might  not  be  so  considered  in  another. 

San  Diego  Water  Co.   v.  San  Diego.  62  Amer.    State  Report,   261;  and 
note  thereunder. 

REBATES  AND  COMMODITY  RATES  EVINCE  AN  EXCESSIVE  TARIFF 

Where  rebates  were  paid  regularly  for  years,  or  where  commodity  rates  are 
allowed  on  a  particular  line  of  goods  or  to  certain  favored  customers  ^or  many 
years,  such  facts  constitute  evidence  of  the  reasonableness  of  the  rates  charged 
and  of  the  unreasonableness  and  injustice  of  higher  rates  charged  to  others 
similarly  situated. 

CooJi  v.  Chicago.   Etc.,    Railiray  Co.,   81   Iowa.   551;   25   Amer.    State 
Report,  512. 

ADMISSIBILITY  OF  RETURNS  TO  STATE  BOARD  OF    EQUALIZATION 

FOR  TAXATION. 

Returns  of  railroad  companies  to  the  State  Board  of  Equalization,  made  for 
the  purpose  of  taxation  are  in  the  nature  of  admissions  by  the  railroad  com- 
panies against  interest  and  as  such  are  admissible  for  the  purpose  of  showing 
the  value  of  their  property.  Such  admissions  at  least  tend  to  show  the  value 
of  their  property,  and  that  is  sufficient  to  render  them  admissible. 

'•Whatever  a  party  voluntarily  admits  to  be  true  though  the  admission  be 
contrary  to  his  interests,  may  reasonably  be  taken  for  the  truth.  The 
same  rule  it  will  be  seen  applies  to  admissions  by  those  who  are  so  ident- 
ified in  situation  and  interest  with  a  party  that  their  declaration  may  be 
considered  to  have  been  made  by  himself." 

The  Law  of  Ev..  Jones  Sec.  237. 

This  doctrine  has  been  applied  to  admission*  made  in  returns  of  property 
for  assessment  in  numerous  cases. 

Beckwith  v.  Talbot.  2  Col.  639: 

Vernon  Shell  Road  Co.  v.  City  of  SarannaJi.  95.  Ga.  387: 
Sherman  v.  Hoagland,  73,  Ind.,  472: 
Towns  v.  Smith,  115.  Ind..  480: 

Miffln  Bridge  Co.,  v.  Juniata  Co.,  144.  Pa.,  St..  365. 
Hubbard  v.  Moore,  67.  Vt.,  532. 

"The  value  of  the  stock  of  a  corporation,  and  the  amount  at  which  the  cor- 
poration property  is  returned  for  taxation  are  competent  evidence  of  the  value 
of  the  property  owned  by  the  corporation."' 

Vcnwn  Shell  Road  Co.  v    City  of  Savannah.  95,  Ga. ,  '337. 

"In  a  suit  by  a  bridge  company  against  a  county  for  the  value  of  its  bridge 
taken  by  the  county  for  public  use,  the  return  made  by  the  bridge  company 
of  the  value  of  its  capital  stock  to  the  auditor  general  is  competent  evidence 
for  the  purpose  of  showing  the  value  of  the  stock  as  made  for  the  company 
by  its  officers  under  oath." 

Miffln  Bridge  Co.  v.  Juniata  County.  144.  Fa..  St.,  365. 

PRESUMPTIONS  ARISING  FROM    FAILURE    OF    RAILROADS    TO    PRO- 
DUCE EVIDENCE  SHOWING  EARNINGS  OX  BUSINESS 
IN   ILLINOIS. 

"The  mere  withholding  or  failing  to  produce  evidence  which  under  the 
circumstances  would  be  expected  to  be  produced  and  which  is  available,  gives 
rise  to  a  presumption  against  the  party.  It  is  a  presumption  less  violent  than 
that  which  tends  to  fabrication  of  testimony,  or  the  suppression  of  documents 


225 

in  which  other  parties  have  a  legal  interest,  but  the  courts  recognize  and  act 
upon  the  natural  inference  that  the  evidence  is  held  back  under  such  circum- 
stances because  it  would  be  unfavorable." 

1st  Jones  Law  of  Evidence,  section  17. 

When  a  party  fails  to  produce  evidence  apparently  within  his  power,  such 
failure  is  liable  to  produce  an  inference  that  the  evidence,  if  produced,  would 
be  unfavorable  to  the  party  neglecting-  to  produce  it.  This  is  peculiarly  true 
where  the  evidence  consists  of  documents  in  the  hands  of  the  parties  with- 
holding them.  Where  evidence  is  produced  tending  to  show  an  unfavorable 
condition  against  a  party  who  has  in  his  possession  documents  or  record  evi- 
dence which  would  put  the  matter  in  absolute  certainty,  a  strong  presumption 
arises  that  the  production  of  such  documents  would  show  at  least  as  unfavor- 
able a  condition  as  that  which  the  evidence  tends  to  prove. 

Village  of  Princeville  v.  Hitchcock,  101.  111.,  4pp.,  588: 

Hope  v.  West  Chicago  Street  Railway  Co..  82,  111.,  App.;  311; 

Chicago  City  Ry.  Co.  v.  Duffin,  126  111.,  ino; 

Harding  v.  American  Glucose  Co.,  182,  111.*.  551: 

Laid  v.   Woodruff.  48.  111..  399; 

Central  Stock  and  Grain  Exchange  v.  Board  of  Trade  of  Chicago.  196, 
111.,  396. 

Mantony  v.  Rellly,  184,  111.,  183. 

ARGUMENT. 

Notwithstanding  the  fact  that  oral  arguments  were  made  in  this  case  by 
Mr.  Streyckmans  and  myself  and  the  same  have  been  printed  by  order  of  the 
Railroad  and  Warehouse  Commission,  I  have  thought  it  best  to  call  the  commis- 
sion's attention  to  some  additional  reasons  why  there  should  be  a  reduction  of  the 
schedule  of  maximum  rates  in  the  State  of  Illinois.  I  desire,  also,  in  a  brief 
way,  to  discuss  some  of  the  evidence  that  was  introduced  on  the  part  of  the 
respondents.  This  argument  is  not  intended  to  cover  all  of  the  points  in  the 
case,  but  some  additional  points  that  it  seems  to  me  were  not  sufficiently 
covered  by  the  oral  arguments. 

The  evidence  introduced  in  the  hearing  of  1902,  in  connection  with  that 
produced  at  the  hearing  of  1905,  shows  conclusively  the  following  facts  which 
are  practically  admitted  by  the  respondents: 

1.  That  the  Central  Freight  Association  is  a  voluntary  organization  of  rail- 
roads doing  business  in  a  certain  territory  in  which  is  included  the  states  of 
Michigan,  Indiana  and  Ohio.  That  this  association  has  made  a  voluntary 
scale  of  rates,  which  applies  in  the  states  of  Ohio,  Indiana  and  Michigan:  the 
tariffs  and  other  exhibits  showing  that  this  scale  'is  either  adhered  to  or  a 
slightly  higher  rate  is  charged.  That  the  C.  F.  A.  scale  is  practically  in 
effect  in  the  states  of  Indiana  and  Michigan,  where  no  railroad  commission 
exists.  One  witness  for  respondents.  Mr.  Hamblin.  testifies  that  this  scale 
was  forced  upon  the  railroads  by  the  act  of  the  Ohio  legislature,  but  the  evi- 
dence shows  that  the  rates  of  transportation  fixed  by  said  act  of  the  legis- 
lature are  exactly  the  same  as  the  C.  F.  A.  scale  for  distances  of  thirty  and 
fifty  miles,  and  that  the  C.  F.  A.  scale  is  lower  than  the  Ohio  scale  for  dis- 
tances of  seventy-five  to  350  miles.  In  other  words,  the  rate  established  by 
the  C.  F.  A.  scale  is  less  than  that  limited  by  the  Ohio  legislature,  and  must, 
therefore,  be  voluntary  on  the  part  of  the  railroads. 

The  evidence  also  shows  that  by  taking  the  aggregate  of  the  five  classes  for 
the  various  distances  from  100  to  250  miles,  we  find  that  the  C.  F.  A.  scale  is 
over  45  per  cent  lower  than  the  Illinois  distance  tariff.  By  taking  the  classes 
from  1  to  6  we  find  that  on  the  first  class  for  100  miles  the  C.  F.  A.  scale  is  60 
per  cent  lower  than  the  Illinois  distance  tariff,  and  this  percentage  decreases 
until  we  arrive  at  the  distance  of  450  miles,  when  the  percentage  is  34. 
Second  class  is  40  per  cent  lower  at  a  distance  of  100  miles,  and  decreases  to  30 
per  cent  at  450  miles.  Third  class  is  27  per  cent  lower  at  100  miles,  and 
fluctuates  until  it  is  36  per  cent  at  a  distance  of  450  miles.  Fourth  class  is  50 
per  ce.nt  lower  at  a  distance  of  100  miles,  and  fluctuates  up  to  65  per  cent 
lower,  going  back  to  52  per  cent  at  a  distance  of  450  miles.  Fifth  class  is  6.6 

—15  R  W 


226 

per  cent  less  at  a  distance  of  100  miles,  until  it  is  42  per  cent  less  at  450  miles. 
By  exhibit  A- 14  it  is  shown  that  with  this  alleged  low  basis  of  class  rates,  that 
commodity  rates  are  charged  which  are  even  on  a  still  lower  basis. 

Considering  the  fact  that  the  question  of  classification  becomes  important  in 
determining-  the  rate  fixed  as  between  two  scales,  petitioners  made  a  compar- 
ison of  the  official  classification,  which  is  used  with  the  C.  F.  A.  scale,  and  of 
the  Illinois  classification  used  with  the  Illinois  distance  tariff.  Mr.  Barlow 
testifies  (Rec.  110)  that  taken  as  a  whole  these  classifications  are  practically 
alike,  and  that,  therefore,  comparison  need  only  be  made  of  the  scale  of 
rates. 

2.  The  evidence  also  discloses  that  rates  in   other  states  surrounding  the 
State  of  Illinois  on  shipments  from  point  to   point   in  one   state   as  compared 
with  shipments  of  like  character  wholly  within   the   State  of    Illinois,    are 
much  lower  than  the  Illinois  distance  tariff.        In  fact  the  evidence  discloses, 
through  tariffs,  etc.,  that  the  local  rates  in  Michigan,  Ohio  and  Indiana  are 
based  entirely  on  the  C.  F.  A.  scale. 

3.  The  evidence  discloses  that  the  B.  c<  ().  S.-W.  and  Yandalia,  and  the  T., 
St.  L.  &  W.,  and  the  Big  Four  Railway  are  now  operating  as  shown  by  their 
tariffs,  on  practically  the  same  rates  as  are  fixed   by   the  C.    F.    A.   scale    on 
shipments  from  East  St  Louis  to  points  in  Illinois,  such  shipments  necessarily 
moving  towards  the  east,  and  have  been  for  several  years. 

5.  Considerable  evidence  was  introduced  at  both  hearings,  and  has  been 
unrefuted.  showing  that  there  are  a  great  number  of  inequalities  and  dis- 
criminations in  Illinois;  that  the  full  commissioners'  maximum  is  charged  for 
certain  cities,  whereas  special  rates  are  made  out  of  and  into  certain  localities. 
Also  that  blanket  rates  have  been  established  on  various  roads  in  Illinois, 
covering  in  some  instances  a  distance  of  150  miles.  In  other  words,  the  same 
rate  being  charged  for  a  haul  of  45  miles  as  is  charged  for  a  haul  of  292  miles 
in  the  same  direction.  In  one  instance,  12  cents  being  charged  on  a  shipment 
of  coffee  from  Decatur  to  Arcola,  a  distance  of  40  miles,  and  10  cents  being 
charged  on  -.\  similar  shipment  from  Peoria.  111.,  to  Arcola,  111.,  a  distance  of 
119  miles,  the  freight  in  the  latter  instance  passing  through  Decatur  on  its 
way  to  Arcola 

(5.  The  evidence  also  shows  that  commodity  rates  and  special  rates  are 
made  to  certain  interests  and  to  certain  localities  in  the  State.  It  will  be 
noted  that  in  the  evidence  of  the  General  Freight  Agents  of  the  various  rail- 
roads who  were  put  on  the  stand  for  the  respondents  that  they  testify  that 
these  commodity  and  special  rates  are  given  in  order  to  allow  raw  material  to 
go  into  manufacturing  localities  at  a  reduced  rate.  By  a  reference  to  the 
commodity  tariffs  introduced  in  evidence,  which  are  quite  numerous,  it  will 
be  found  that  these  commodity  rates  are  made  on  finished  products  as  well  as 
upon  raw  material. 

But  even  though  the  statements  made  by  such  witnesses  were  true,  an 
analysis  of  the  situation  will  disclose  the  fact  that  if  low  rates  are  made  on 
raw  material,  that  the  person  who  pays  the  freight  on  the  manufactured  pro- 
duct must  pay  more  than  his  share  in  order  to  compensate  the  railroad  com- 
pany for  the  haul  of  both  the  raw  material  and  the  finished  product.  This 
was  brought  out  by  the  chairman  of  the  Commission  both  at  the  hearing  in 
1902  and  1905.  (P.  492,  of  the  Record  of  1905  ) 

Mr.  Hamblin,  upon  being  interrogated  by  Mr.  Neville,  stated:  ''If  we  made 
the  same  rates  to  everybody  that  we  make  to  those  manufacturers  along  our 
line  we  could  not  run  with  any  degree  of  comfort.  It  will  apply  to  a  certain 
extent  that  it  is  necessary  for  other  people  who  are  not  manufacturers  to  pay 
the  profits  on  the  road  in  order  .that  the  manufacturers  may  run  their  fac- 
tories. But  those  people  do  not  have  the  competition  that  the  manufacturers 
have.  They  do  not  furnish  anything  to  the.  material  benefit  of  the  state  as  a 
whole." 

The  Chairman;  (Record  493)  "Then  the  burden  comes  on  the  other  ship- 
pers who  are  not  manufacturers  to  pay  a  part  of  the  cost  of  the  freight  for 
the  manufacturers,  don't  it?" 

A.     "The  other  people  feel  no  burden.1' 

<v).     "I  am  not  asking  about  that.     I  am  just  asking  for  the  fact." 

A.     "Well,  those  are  the  facts." 


227 

Mr.  Keepers,  General  Freight  Agent  of  the  Illinois  Central  Railroad  Com- 
pany, and  Mr.  Hamblin,  General  Freight  Agent  of  the  C.,  B.  &  Q  Ry  ,  and 
Mr.  Cook.  General  Freight  Agent  of  the  C.  &  E.  I.,  and  Mr.  Gower,  General 
Freight  Agent  of  the  C..  R.  I.  <£  P.,  testified  that  an  enormous  proportion  of 
the  local  tonnage  in  Illinois  is  carried  at  less  than  the  Commissioners' 
schedule,  owing  to  the  fact  that  much  of  the  heavy  freight  is  carried  on  the 
five  low  classes,  and  that  these  special  and  commodity  rates  are  given.  Mr. 
Keepers  testifies  that  at  least  50  percent  of  the  local  tonnage  is  so  hauled  at  less  • 
than  the  Commissioners'  schedule.  Notwithstanding  this  condition  of  affairs 
in  Illinois,  we  find  that  the  evidence  shows  that  the  net  earnings  from  opera- 
tion in  Illinois  are  at  least  $450  more  per  mile  in  Illinois  than  they  are  in  any 
of  the  states  in  which  the  C.  F.  A.  scale  is  in  operation.  Witnesses  for  re- 
spondents have  also  testified  that  shipments  on  roads  in  Illinois  are  made  on 
a  basis  agreed  upon  by  both  roads,  which  agreement  is  always  less  than  the 
sum  of  two  locals.  These  witnesses  have  also  testified  that  the  low  inter- 
state rates  from  the  east  are  voluntarily  agreed  to  by  the  roads  in  Illinois. 
Considering  the  fact  that  in  this  hearing  we  must  take  under  consideration 
only  the  effect  a  reduction  of  the  Illinois  distance  tariff  would  have  on  what 
is  termed  local  or  domestic  business,  and  considering  also  the  facts  above  set 
forth  we  can  but  come  to  the  conclusion  that  more  money  is  earned  by  the 
railroads  doing  business  in  Illinois  on  their  local  business,  than  is  earned 
either  on  interstate  business  or  on  their  business  in  other  states.  The  rail- 
roads have  reported  to  the  Railroad  and  Warehouse  Commission  the  dividends 
paid  on  their  entire  line.  If  the  facts  above  set  forth  are  true,  there  can  be 
no  question  but  what  more  money  was  derived  from  the  local  business  in  II  li 
nois  under  the  Illinois  distance  tariff  with  which  to  pay  said  dividends,  than 
was  derived  from  any  other  business  transacted  by  said  roads.  This  fact  will 
be  shown  when  the  testimony  of  Mr.  Peabody  is  discussed  as  to  the  business 
of  the  Santa  Fe  road. 

A  reduction  of  the  Illinois  distance  tariff  would  simply  mean  the  placing  of 
shippers  of  Illinois  appropriately  on  an  equality  with  each  other  and  would 
be  the  means  of  preventing  discriminations  and  inequalities  not  anly  between 
individuals  but  as  between  different  localities  in  the  State.  The  evidence 
shows  that  a  large  amount  in  1904  was  passed  to  the  surplus  account  by  the 
leading  roads  in  Illinois,  after  the  payment  of  large  dividends. 

The  only  evidence  introduced  by  the  respondents  on  the  question  of  density 
of  traffic  was  that  of  Mr.  Peabody,  statistician  of  the  Santa  Fe  Road.  In  his 
comparison,  Mr.  Peabody  compares  Group  3,  as  adopted  by  the  Inter-State 
Commerce  Commission,  With  Group  6.  This  comparison  is  extremely  unfair 
because  the  group,  in  which  Illinois  is  included,  consists  of  such  sparsely  set- 
tled states  as  Minnesota,  North  and  South  Dakota,  etc.  The  only  just  com- 
parison to  make  is  that  of  one  state  with  another,  for  the  reason  that  we  are 
not  comparing  rates  as  between  groups  but  between  states.  Such  comparison 
was  made  by  petitioners  with  the  result  that  it  was  shown  that  Illinois  has  a 
greater  density  of  traffic  than  any  other  state  in  the  central  part  of  this  country 
excepting  Ohio:  also  that  the  population  per  mile  is  greater  in  Illinois  than 
either  Indiana,  Ohio  or  Michigan. 

The  following  table  will  show,  however,  that  Group  3  pays  a  higher  divi- 
dend and  interest  than  Group  2. 

INTEREST  AND  DIVIDENDS  PAYMENTS    BY    GROUPS,    FROM   POOR'S 
MANUAL  FOR   1904,  PAGE    11. 

FOK  YEAH  1903. 

Group  2.     New  York.  New  Jersey,  Pennsylvania,  Delaware  and    Maryland. 

Interest  paid  on  total  bonded  debt 4.15"; 

Dividends  paid  on  total  share  capital  debt 2  96< 

Group  3.     Ohio,  Michigan,  Indiana,  Illinois  and  Wisconsin. 

Interest  paid  on  total  bonded  debt 4.22< 

Dividend  paid  on  total  share  capital  debt 3.65< 

This  shows  that  the  western  central  group  does  better  than  the  eastern. 


228 

Mr.  Peabody  also  offered  in  evidence  a  table  showing-  the  income  accounts 
of  various  roads  operating-  in  Illinois  beginning-  with  the  Santa  Fe.  A  refer- 
ence to  a  fewr  of  the  compilations  included  in  this  table  will  show  to  the  com- 
mission that  these  tables  are  not  worthy  of  consideration  for  the  reason  that 
they  are  not  based  upon  a  proper  method  of  fig-uring-  either  the  operating-  ex- 
penses, interest  paid  on  bonded  debt,  or  the  distribution  of  capital  stock.  In 
fact  said  table  is  a  mere  jumbling-  tog-ether  of  figures  without  any  regard  to 
^"jcts.  For  instance,  Mr.  Peabody  states  that  the  figures  on  wrhich  the  com- 
pilation for  the  Santa  Fe  is  based  are  made  on  a  train  mileage  basis.  He 
states  that  there  are  a  total  of  5.031  miles  on  the  Santa  Fe  road,  of  which  291 
are  operated  in  Illinois:  that  the  earnings  from  operation  on  a  train  mileage 
basis  for  Illinois  are  $4,754.110.00:  that  the  Illinois  proportion  of  total  train 
mileage  is  11.27  per  cent:  that  the  operating  expenses  in  Illinois  on  train 
mileage  basis  are  $2.973.492:  the  actual  taxes  in  Illinois  $104,680.  He  then, 
according  to  his  own  statement,  ascertains  the  amount  of  interest  to  be  appor- 
tioned to  the  State  of  Illinois  on  the  train  mileage  basis,  is  $1.070,092.  At 
this  point  it  must  be  taken  into  consideration  that  the  Santa  Fd  Railroad  re- 
ports to  the.  Warehouse  Commission  that  capital  stock  and  bonded  debt  cover 
over  8.000  miles  of  railroad,  only  5,031  of  which  are  operated  by  said  road. 
Because  Illinois  has  done  11.27  per  cent  of  the  total  business  of  the  Santa  Fe 
road,  Mr.  Peabody  compels  the  payment  out  of  the  earnings  of  Illinois  (291 
miles-  of  track)  11.27  per  cent  of  the  interest  on  the  bonded  debt  covering  over 
8.000  miles.  By  so  doing  he  finds  a  total  charge  against  revenue  of  $4,184.244. 
which  being  deducted  from  earnings  from  operation,  leaves  according  to  his 
figures,  $605.866  to  be  applied  to  dividends.  In  applying  this  to  dividends 
however,  he  again  apportions  to  Illinois  11.27  per  cent  of  the  entire  capital 
stock  of  the  road  covering  over  8.000  miles  instead  of  apportioning  it  to  the 
capital  stock  covering  291  miles  of  road  that  actually  earned  the  money.  The 
capital  stock  apportioned  to  Illinois  on  the  train  mileage  basis  amounts  to 
over  26  millions  of  dollars  and  applying  the  $605,000  to  dividends  on  that 
amount,  figures  only  2.30  per  cent  as  indicated  in  Mr.  Peabody's  table. 

In  the  report  made  by  the  Santa  Fe  to  the  railroad  commission,  we  find 
that  the  earnings  from  operating  in  Illinois  are  ascertained  on  the  train  mile- 
age basis  and  are  similar  to  the  figures  used  by  Mr.  Peabody  in  his  table:  the 
same  is  true  as  to  the  operating  expenses.  To  that  is  added  income  from 
property  and  from  that  is  deducted  fixed  charges  on  a  track  mileage  basis, 
leaving  a  net  income  in  Illinois,  as  shown  by  the  report  of  said  road  to  the 
Railroad  ami  Warehouse  Commission,  of  $1,676.269,  which  is  over  one  million 
dollars  higher  than  the  figures  shown  in  Mr.  Peabody's  statement. 

In  Mr.  Peabody's  table  he  has  charged  that  portion  of  his  road  doing  busi- 
ness in  the  State  of  Illinois,  with  11.27  per  cent  of  the  interest  on  bonded 
debt  covering  8.000  miles,  although  the  mileage  in  Illinois  is  only  291  miles 
and  although  Illinois  trackage  only  did  11.27  per  cent  of  the  business  done  on 
5,031  miles  of  road.  He  also  makes'the  State  of  Illinois  pay  dividends  on  11.27 
per  cent  of  the  capital  stock  covering  over  8,000  miles  of  road  on  the  same 
plan.  He  does  not.  however,  give  credit  for  the  income  from  operation  of  the 
3.000  odd  miles  on  which  Illinois  is  charged  with  a  proportion  of  the  interest 
and  dividends.  According  to  his  calculation  Illinois  is  compelled  to  pay  divi- 
dends on  mileage  from  which  it  receives  no  credit  in  the  \vay  of  income.  In 
other  words,  the  Santa  Fe  railaoad  in  their  report  to  the  railroad  commission 
state  that  their  entire  capital  stock  covers  over  8,000  miles  of  road,  only  5,031 
of  which  are  operated  by  the  road  itself.  Mr.  Peabody.  in  ascertaining  the 
amount  of  capital  stock  to  be  apportioned  to  Illinois  on  the  train  mileage 
basis,  has  taken  11.27  per  cent  of  8.000  miles  of  capital  stock  instead  of  11.27 
per  cent  of  5,031  miles  which  he  should  have  done  even  on  the  train  mileage 
basis  for  the  reason  that  Illinois  with  291  miles  only  did  11.27  per  cent  of  the 
business  done  on  5.031  miles.  He  has  done  the  same  thing  as  to  the  interest 
on  funded  debt.  Had  Mr.  Peabody  given  the  State  of  Illinois  credit  for  its 
proportion  of  the  earnings  from  operation  of  the  additional  3,000  miles,  such 
a  compilation  might  have  some  color  of  justice  in  it.  but  it  is  not  fair  to  com- 
pel the  291  miles  of  road  operated  in  Ilinois  to  pay  dividends,  and  interest  on 
bonded  debt,  not  only  on  291  miles  of  road  over  which  the  money  was  earned, 
but  because  said  291  miles  were  productive  of  greater  revenue  than  any  other 


229 

portion  of  the  line,  compel  the  payment  out  of  said  earnings  of  a  portion  of 
the  other  mileage  included  in  the  5,031  miles  on  which  the  train  mileage  is 
based,  and  then  in  addition  to  that,  compel  the  payment  of  11.37  per  cent  of 
the  interest  on  funded  debt  and  dividends  on  the  remaining-  3.000  miles. 

According  to  Mr.  Peabody's  figures,  had  the  entire  business  of  the  Santa  Fe 
road  or  the  net  earnings  from  operation  arisen  from  the  291  miles  operated 
in  Illinois,  and  had  the  remainder  of  the  mileage  operated  by  the  road  been 
unproductive  of  any  net  earnings  from  operation,  then  it  would  be  necessary 
out  of  such  Illinois  net  earnings  to  pay  the  interest  on  funded  debt  and  divi- 
dends on  the  capital  stock  representing  the  entire  system.  The  more  produc- 
tive of  revenue  the  291  miles  of  road  located  in  Illinois  would  be,  on  the  train 
mileage  basis,  the  more  dividends  and  interest  on  funded  debt  it  would  have 
to  pay.  according  to  his  theory.  In  order  to  ascertain  the  actual  business 
done  in  Illinois,  the  proper  method  would  be  to  use  the  train  mileage  basis 
to  ascertain  the  gross  earning — 

Which  would  be $4,720,154  CO 

Operating  expenses  ascertained  on  same  basis  would  be L',  S34 ,  ::•  9  00 

This  would  leave  a  net  income  from  operation  of $1,185,785  00 

Income  from  property  on  train  mileage  basis  would  be 971.410  00 

Making  total  income  of $.',875.19.")  00 

Less  fixed  charges,  interest,  etc $1.224,798  00 

Net  income $1.632,:-;97  CO 

This  is  practically  the  same  amount  as  is  reported  by  the  Santa  Fe  road  to 
the  Board  of  Railroad  Commissioners.  However,  eliminating  the  train  inile- 
age  basis  entirely  and  using  the  track  mileage  basis  for  the  entire  computa- 
tion we  will  find  that  the  net  income  in  Illinois  is  $861,808  aeter  payment 
of  interest,  etc.  This  computation  is  certainly  eminently  fair  for  the  reason 
that  by  using  track  mileage  instead  of  train  mileage  basis  we  get  gross  earn- 
ings from  operation  of  only  $2,418,660,  instead  of  $4,720,154.  If  we  then 
apportion  the  capital  stock  of  the  entire  road  to  Illinois  we  will  find  that  it 
represents  $8,150,592.  As  before  stated,  the  income  alter  deduction  of  fixed 
charges,  which  includes  interest  on  funded  debt,  is  $861,808.  which  is  equiva- 
lent to  10.57  per  cent  applicable  to  the  payment  of  dividends. 

The  value  of  the  Santa  Fe  road  as  returned  by  it  to  the  State  Board  of 
Equalization,  in  Illinois,  is  $6,078,162.  The  net  income  in  Illinois,  without 
the  payment  of  fixed  charges,  would  be  $1,183,927,  making  19.48  per  cent 
applicable  to  the  payment  of  interest  on  funded  debt  and  dividends  on  capital 
stock. 

Again,  using  the  track  mileage  basis  for  the  ascertainment  of  gross  earn- 
ings, operating  expenses,  income  from  property  and  fixed  charges,  which  is 
the  computation  by  which  the  lowest  results  are  had.  we  get  the  figures  of 
$861,808,  applicable  to  the  payment  of  dividends  in  Illinois.  The  Santa  Fe 
railroad  reports  the  payment  of  4  and  5  per  cent  dividends  on  the  whole  line, 
which  apportioned  on  the  train  mileage  basis  makes  in  Illinois  $341,563.  That 
is  to  say,  the  business  done  in  Illinois  should  pay  $341,563  as  its  proportion 
of  the  dividends.  It  will  thus  be  seen  that  apportioning  the  dividends  as 
above  makes  Illinois'  share  341.563,  while  the  net  income  after  the  payment 
of  all  charges,  including  interest  on  funded  debt  in  Illinois,  was  $861,808, 
making  $520.245  additional  that  was  received  from  Illinois  business  that  must 
have  been  applied  to  the  payment  of  dividends  on  capital  stock  covering  por- 
tions of  the  road  outside  of  the  State  of  Illinois.  These  last  figures  corrobor- 
ate the  statement  heretofore  made  in  this  argument  that  the  business  in 
Illinois  jaelds  to  the  Santa  Fe  railroad  company  about  10.57  per  cent  dividends 
on  the  mileage  located  within  the  boundaries  of  this  State. 

It  will  be  noticed  that  in  Mr.  Peabody's  table  many  of  the  roads  are  shown 
to  have  sustained  a  deficit,  or  would  sustain  a  deficit  according  to  the  com- 
pilation made.  Take  for  instance  the  Pennsylvania  company — a  deficit  is 
shown  of  $1,367,460.  Mr.  Peabody-  states  that  all  of  these  compilations  are 
made  on  the  train  mileage  basis.  An  examination  of  the  figures  will  disclose, 
however,  that  this  is  not  true. 


230 

On  a  train  mileage  basis  we  find  that  the  gross  earnings  for  Illinois  for  the 
Pennsylvania  company  are  $853,053,  operating  expenses,  $118,069,  leaving  an 
income  from  operation,  $734.985.  Income  from  property  on  train  mileage 
basis  is  $174.841,  leaving  total  income  of  $909.825.  less  fixed  charges,  $344,004, 
leaving  net  income  for  the  State  of  Illinois  of  $565,821  instead  of  a  deficit  of 
$1,374,460  as  shown  by  Mr.  Peabody 's  table. 

The  facts  are,  that  the  figures  used  by  Mr.  Peabody  are  those  reported  by 
the  Pennsylvania  company  to  the  Railroad  and  Warehouse  Commission,  and 
under  the  head  of  operating  expenses  in  Illinois,  that  company  has  reported 
all  of  its  terminal  charges  in  Chicago. 

The  Pennsylvania  company  operates  thirty-one  miles  of  road  in  Illinois,  ac- 
cording to  its  report,  and  the  operating  expenses  for  thirty-one  miles  are 
$1,722,444.  which  shows  plainly  that  in  its  operating  expenses  it  includes  the 
enormous  terminal  charges  to  which  it  is  subjected  at  Chicago.  These  ter- 
minal charges  should  be  distributed  over  the  entire  line,  instead  of  being  re- 
ported as  operating  expenses  in  Illinois.  By  making  a  compilation  on  the 
train  mileage  basis,  such  charges  are  properly  distributed,  with  a  result  as 
above  shown  of  a  net  income  of  over  $500,000,  instead  of  a  deficit  of  nearly 
$1.400,000. 

The  same  is  true  of  nearly  every  road  showing  a  deficit  in  the  table  above 
referred  to,  as  they  are  all  eastern  lines  having  heavy  terminal  expenses  in 
the  city  of  Chicago,  such  as  the  Nickle  Plate,  Panhandle,  Pennsylvania  com- 
pany, Lake  Shore  &  Michigan  Southern,  etc. 

The  whole  case  for  the  respondents,  so  far  as  earnings  are  concerned,  out 
of  which  they  are  expected  to  pay  their  dividends,  is  based  upon  the  table  in- 
troduced in  evidence  by  Mr.  Peabody.  This  table,  as  we  have  shown,  is 
thoroughly  unreliable  and  should  not  be  considered  by  the  commission  as 
furnishing  any  proof  of  the  facts  attempted  therein  to  be  stated. 

EARNINGS  AND  INCOME  OF  THE    RAILROADS    IN    ILLINOIS  FOH  THE  YEAR  1904. 

I  desire  to  call  the  commission's  attention  to  two  tables  which  have  been 
prepared,  based  upon  the  evidence  introduced  ~by  the  petitioners,  in  regard  to 
the  earnings  and  income  of  the  various  railroads  doing  business  in  the  State 
of  Illinois  for  the  year  1904.  This  statement  shows  the  dividends  paid  -and 
items  of  surplus  as  reported  to  the  Railroad  and  Warehouse  Commission  for 
the  year  ending  June  30,  1904.  Table  "A"  shows  the  amount  used  in  the  pay- 
ment of  dividends  and  the  amount  passed  to  the  surplus  account  of  each  road 
for  that  year.  Take  the  Atchison,  Topeka  &  Santa  Fe  Railway  Company  for 
the  year  1904  and  we  find  that  they  paid  out  and  passed  to  the  surplus  fund 
for  that  year  the  sum  of  $341,563,  being  4  and  5  per  cent  on  their  common  and 
preferred  stock.  After  paying  these  dividends  they  passed  to  the  surplus  ac- 
count $1.334,706  from  operation  in  the  State  of  Illinois  alone.  Adding  that 
surplus  for  that  year  to  the  surplus  already  accumulated  from  former  years 
on  business  done  in  the  State  of  Illinois,  we  find  that  they  had  a  surplus  of 
$3.408,560.  and  this  confined  to  the  State  of  Illinois  alone.  The  commission 
thoroughly  understands  that  this  is  after  the  payment  of  all  operating  ex- 
penses, fixed  charges,  interest  on  bonded  debt,  taxes,  and  rentals.  All  the 
leading  roads  in  this  State  are  paying  regular  dividends  upon  both  their  com- 
mon and  preferred  stock  and  are  passing  large  sums  to  their  surplus  account. 
It  may  be  said  that  the  Chicago  &  Alton  Railway  Company  do  not  pay  any 
dividend  upon  their  common  stock,  yet  when  the  commission  considers  the 
immense  bonded  indebtedness  and  over-capitalization  of  that  road,  is  it  to  be 
wondered  that  they  cannot  pay  dividends  upon  their  common  stock?  In 
direct  violation  of  the  Constitution  this  road  has  issued  bonds  and  stock  far 
in  excess  of  any  reasonable  valuation  that  could  be  placed  upon  its  property. 
Shall  the  public  be  required  to  pay  unreasonable  rates  in  order  that  roads 
that  are  guilty  of  over-capitalization  and  over-issue  of  bonds,  may  be  able  to 
pay  dividends  on  such  excessive  capitalization  and  such  large  bonded  indebt- 
edness? If  the  commission  will  examine  this  table  "A."  which  will  be  found 
printed  in  the  abstract,  it  will  furnish,  in  my  judgment,  to  the  minds  of  the 
commission,  that  a  reduction  of  25  per  cent  of  the  freight  rat«-s  in  Illinois  will 
still  leave  the  railroad  companies  operating*  on  a  capitalization  which  is 
shown  to  be  excessive,  a  reasonable  dividend  upon  the  amount  of  capital  in- 


231 

vested  in  these  enterprises.  We  have  been  compelled,  as  the  commission 
knows,  to  resort  to  what  might  be  considered  secondary  evidence,  in  attempt- 
ing to  prove  the  earnings  and  income  of  the  various  railroads  doing-  business 
in  this  State.  The  actual  amount  earned  by  them  and  the  income  that  they 
derive  from  their  business  in  the  State  of  Illinois  is  to  be  found  in  their 
books,  and  yet  they  fail  to  come  forward  and  show  the  commission  how  much 
local  freight  they  have  carried  each  year  since  1897,  and  how  much  the  net 
earnings  and  income  were  upon  the  business  in  Illinois  during-  those  years. 

The  law  requires  them  to  report  to  your  commission  the  amount  of  local 
freight  carried  from  point  to  point  within  the  State  of  Illinois.  It  also  requires 
them  to  show7  the  earnings  and  income  derived  from  the  operation  of  their 
roads  within  the  State  of  Illinois.  These  provisions  of  the  statute  have  been 
in  force  for  a  number  of  years,  and  it  has  been  the  duty  of  the  railroads  of 
this  State  during  all  of  that  time  to  so  keep  their  accounts  that  they  can  make 
a  report  to  your  commission  showing  these  particulars.  Yet,  notwithstand- 
ing these  provisions  of  the  law.  they  have  failed  to  comply  with  them  in  the 
matter  of  making  reports,  and  in  face  of  the  fact  that  the  evidence  introduced 
by  the  petititioners  shows  a  large  amount  of  profits  to  their  credit  on  local 
business,  a  sufficient  amount  of  credit,  after  paying  the  operating  expenses 
and  fixed  charges,  to  permit  a  reduction  much  larger  than  that  which  has 
been  insisted  upon  by  the  petitioners,  still  they  withhold  their  books,  and  do 
not  show  what  profits  they  have  been  making.  The  presumption  arising  out 
of  this  failure  to  bring  forward  this  evidence  which  lies  peculiarly  within 
their  power,  and  render  certain  this  controversy  as  to  the  sufficiency  of  their 
surplus  earnings  to  permit  the  rediiction  insisted  upon'  is,  that  if  they  should 
bring  their  books  forward  they  would  show  at  least  as  unfavorable  a  condi- 
tion as  is  contended  by  petitioners.  Were  it  not  that  the  production  of  their 
books  would  make  their  condition  worse  than  it  is  without  them,  does  this 
commission  suppose  for  a  moment  that  they  would  have  been  withheld  by  the 
numerous  and  eminent  counsel  representing  the  railroad  companies?  Most 
certainly  they  would  have  introduced  any  evidence  which  would  have  improved 
their  case  before  this  commission,  and  their  failure  to  introduce  the  evidence 
and  show  what  profits  they  have  been  making  upon  local  business  in  Illinois, 
raises  the  strongest  presumption  against  them.  Stronger  are  the  presump- 
tions arising  out  of  the  conditions  here  than  in  the  ordinary  case  of  withhold- 
ing evidence,  for  the  reason  that  the  law  expressly  requires  a  full  disclosure 
of  these  matters  to  this  commission  in  every  report  made  by  a  railroad  com- 
pany under  the  statute.  In  the  brief  accompanying  this  argument  I  cite  num- 
erous decisious  of  the  Supreme  Court  of  this  State  sustaining  the  contention 
here  made. 

One  other  fact,  while  it  is  not  in  evidence  in  this  case;  the  commission  know§ 
that  the  Chicago  Shippers'  Association  withdrew  from  this  case  at  the  last 
moment  when  all  of  the  evidence  had  been  taken.  It  is  well  known  that  their 
withdrawal  was  caused  by  their  making  some  kind  of  an  adjustment  of  the 
freight  rate  situation  in  the  city  of  Chicago.  It  is  to  be  assumed,  I  think, 
that  this  adjustment  was  a  voluntary  reduction  of  the  rates  from  Chicago  to 
ail  points  in  the  State  of  Illinois.  What  the  per  cent  of  reduction  is,  I  do  not 
know,  and  I  do  not  care.  The  shippers  and  towns  outside  of  Chicago  are  not 
to  be  bound  by  any  adjustment  made  by  the  shippers  of  the  city  of  Chicago 
as  to  the  per  cent  of  reduction.  From  the  evidence  introduced  in  this  case, 
the  conclusion  is  irresistible  that  there  should  be  a  reduction  of  not  less  than 
25  per  cent  maximum  schedule  of  rates  in  force  in  this  State, 

I  respectfully  ask  that  such  a  reduction  be  promptly  made,  that  the  people 
may  be  placed  on  an  equality  with  the  neighboring  states.  The  State  of  Illi- 
nois, with  its  immense  density  of  traffic,  is  entitled  to  a  lowrer  rate  than  Iowa, 
Indiana,  Michigan,  Ohio,  or  any  neighboring  state.  It  hardly  requires  proof 
that  the  traffic  in  this  State  is  so  large  that  it  is  almost  impossible  for  the 
railroad  to  furnish  the  necessary  cars  to  transport  the  products  of  the  factor- 
ies, furnaces,  mines  and  farms,  in  the  State  of  Illinois. 


282 

I  desire  the  commission  to  consider  this  argument  in  addition  to  the  oral 
arguments  made  before  the  commission.    My  only  excuse  for  inflicting-  another 
argument  upon  the  commission  is  that  I  had  to  argue  the  case  at  night,  after 
a  hard  day's  work,  and  there  were  some  matters  that  were  overlooked. 
Respectfully  submitted, 

H.  J.  HAMLIN. 
Attorney  for  Petitioners. 
FELIX  .1.  STRKYCK  MAXS. 

Of  Counsel. 

This  was  later  replied  to  by  brief  and  argument  for  respondents  by 
the  Hon.  William  Brown,  their  attorney,  and  Messrs.  John  G.  Dren- 
nan,  C.  M.  Dawes  and  James  Miles,  of  Counsel  as  follows: 


Before   the 

RAILROAD  AND   WAREHOUSE   COMMISSION 

OF  ILLINOIS. 


In  the  Matter  of 

THE  APPLICATION  FOR  A  REVISION  OF  THE  ILLINOIS 
SCHEDULE  OF  MAXIMUM   FREIGHT -RATES. 


Brief  and  Argument  for  Respondents  in  Reply. 


WM.  BROWN, 

ATTORNEY    FOR  RESPONDENTS 
JNO.  G.  DRENNAN, 
C.  M.  DAWES, 
JAMES  MILES, 

Of  Counsel. 


235 


Before  the 

Railroad  and  Warehouse  Commission 

OF  ILLINOIS. 


IN  THE  MATTER  OF 

The  Application  for  a  Revision  of  the  Illinois 
Schedule  of  Maximum  Freight  Rates. 


Brief  and  Argument  for  Respondents  in  Reply. 


MAY   IT  PLKASK  THK  COMMISSIONKKS: 

We  are  unexpectedly  and  at  a  late  day  called  upon  to  make  reply  to  a  brief 
and  argument  filed  by  council  for  those  asking-  revision  and  reduction  of  the 
•"schedule  of  reasonable  maximum  rates  for  the  transportation  of  freight." 
We  do  no*  perceive  the  necessity  for  this  reargument  No  new  view  is  pre- 
sented or  stronger  position  taken  than  those  already  submitted  to  the  consid- 
eration of  the  commission.  The  additional  authorities  pointed  out  are  only 
of  like  character  to  those  read  upon  the  hearing  No  financial  or  material 
cataclasm  has  visited  our  state  since  the  closing  of  the  case  as  a  result  of  the 
continued  existence,  unrevised,  of  the  old  schedule  of  rates.  General  and 
unprecedented  prosperity  in  every  walk  of  life  abide  with  us.  The  business 
community,  of  whom  the  carrier  and  shipper  constitute  a  material  part, 
seems  to  be  in  a  better  condition  and  greater  contentment  than  ever.  Yet 
council,  with  unusual  zeal,  press  upon  the  commission  a  reduction  of  freight 
rates,  not  so  much  because  the  rates  are  too  high,  but  because  the  railroads, 
in  their  opinion,  are  earning  more  money  than  they  should. 

Being  members  of  a  community  which  is  enjoying  the  fruits  of  most  favor- 
able business  conditions,  a  bountiful  Providence,  utilized  to  the  utmost  by  a 
people  of  the  greatest  energy  and  foresight,  the  railroads  nre  necessarily  par- 
ticipants, to  a  degree,  of  the  advantages  flowing  from  their  environments. 
This  participation  in  the  general  prosperity  seems  to  have  awakened  the 
wrath  of  some.  They  take  no  note  of  the  years  of  depression  through  which 
the  carriers  of  this  State  have  passed,  of  the  lost  millions,  of  the  courag'e, 
energy  and  intelligence  which  have  been  brought  to  bear  upon  the  construc- 
tion, improvement  and  operation  of  the  railroads  of  this  State.  They  ignore 
the  millions  of  dollars  which  have  been,  and  are  now  being,  expended  in  the 
improvement  of  these  lines  in  order  that  service  may  be  rendered  the  public 
and  a  remuneration  received  by  the  carriers  on  the  lowest  possible  scale  of 
rates.  They  repudiate  and  disregard  our  contention,  supported  as  it  is  by 
the  evidence  and  statistics  before  the  commission,  that  freight  is  transported 
in  the  group  of  states  of  which  Illinois  is  the  leading  and  most  important 
one,  at  a  less  rate  per  ton  per  mile  than  in  any  other  territory,  not  only  in 
this  country,  but  in  the  world.  Yet.  without  one  particle  of  evidence  that 
the  carrier  is  charging  the  shipper  "more  than  the  services  rendered  by  it 
are  reasonably  worth,"  they  demand  a  reduction  of  freight  rates  because,  as 
they  say,  one  railroad,  the  Santa  Ft'1,  is  receiving  too  much  money. 


236 

It  is  with  respect  for  and  deference  to  the  ability,  learning-  and  zeal  of  the 
distinguished  counsel  who  represent  this  assault  upon  the  railways,  that  we 
submit  and  urge  upon  the  commission  that  they  are  in  entire  misconception 
of  the  rights  of  the  companies  and  the  office  to  be  performed  by  a  schedule 
of  reasonable  maximum  rates. 

1.  Much  stress  is  placed  upon  the  testimony  of  witnesses  showing-  that 
freights  are  moved  in  the  State  of  Illinois  at  a  rate  less  than  the  schedule. 
From  this  fact  the  conclusion  is  drawn  by  counsel  that  the  whole  schedule 
should  be  reduced,  becaiise,  they  say  it  is  evidence  that  the  roads  can  live  on 
the  less  rate.  Even  if.  in  circumstances  favorable,  a  part  of  the  business  of 
the  State  can  be  done  at  a  rate  less  than  the  maximum,  it  by  no  means  fol- 
lows that  all  could  be  so  done.  Neither  does  it  follow  that  the  part  of  the 
business  which  is  carried  at  schedule  rates  is  charged  more  than  a  reasonable 
rate. 

As  it  is  understood  by  the  railroads  of  Illinois,  the  office  of  the  "schedule 
Of  reasonable  maximum  rates"  is  not  to  fix  the  rates  of  charges  to  be  made 
by  the  railroads  for  the  transportation  of  freights,  but  is  simply  to  fix  a  limit 
beyond  which  they  shall  not  go  and  within  which  they  may  exercise  their 
discretion.  It  was  never  contemplated  that  the  carriers  could,  in  all  cases, 
obtain  these  rates,  nor  if  they  could  in  some  instances,  that  it  would  be  a 
wise  business  policy  to  insist  upon  them.  Counsel  have  relied  upon  the  fact 
that  within  and  without  this  State,  the  railroads  have,  as  to  some  freights, 
charged  less  than  the  schedule  rates  to  prove  their  contention  that  the  sched- 
ule is  too  high  and  should  be  revised.  They  have  offered  no  witness  learned 
in  the  science  of  railroading  who  would  testify  that  the  schedule  was  un- 
reasonably high:  on  the  other  hand,  respondents  have  produced  a  large  num- 
ber of  the  most  experienced  men  whose  fairness  and  integrity  is  beyond  ques- 
tion, who,  under  the  solemnity  of  their  oaths.  have  told  the  commission  that 
the  schedule  is  not  too  high.  When  asked  why  lesser  rates  are  put  into 
effect,  they  have  explained  that,  under  the  latitude  allowed  by  the  schedule, 
they  have  endeavored  to  meet  the  trying  competition  of  the  trunk  lines  and 
their  affiliated  lines;  they  have  tried  to  meet  the  wants  and  protect  the  inter- 
est of  their  territories:  \o  encourage  business:  supply  the  wants  of  their  cus- 
tomers and  to  serve  the  public  as  well  and  cheaply  as  possible,  consistent 
with  their  own  business  existence. 

It  would  be  unfortunate,  both  to  the  business  public,  which  embraces 
everybody,  as  well  as  too  the  railroads,  if  it  should  be  understood  that  any 
concession  in  rates  below  the  maximum,  made  by  railroads  to  shippers,  would 
be  regarded  as  evidence  that  the  schedule  was  too  high,  and  an  invitation  to 
the  reduction  of  rates.  It  should  rather  be  treated  as  evidence  of  a  purpose 
on  the  part  of  the  carriers  to  transport  freights  at  reasonable  rates,  irrespec- 
tive of  their  legal  right  to  charge  a  higher  rate.  The  position  of  counsel  is 
that  since  the  railroads  in  practice  often  put  in  very  low  rates,  therefore  this 
commission  should  seize  upon  the  fact  as  an  occasion  for  reducing  the  maxi- 
mum. Such  a  position  is  untenable  in  any  business  venture.  In  all  the  bus- 
iness world  commodities  fluctuate  in  value,  and  freight  rates  form  no  excep- 
tion to  the  rule.  It  is  quite  possible  in  some  years  rates,  on  a  particular  ser- 
vice, might  well  be  low  and  others  higher,  even  to  the  maximum.  It  is  not 
uncommon  in  conditions  not  permanent  in  their  nature  for  carriers  to  seek 
freights  in  a  particular  direction  so  low  as  to  excite  comment  and  even  there- 
by derive  some  revenue,  although  it  be  out  of  proportion  to  the  service  ren- 
dered. There  may  be  a  large  tonnage  going  north  and  little  south:  then 
there  is  evident  necessity  that  the  railroads  will  haul  their  empty  cars  back 
or  by  inviting  rates  load  their  cars.  Indeed,  the  vicissitudes  of  railroad  busi- 
ness are  more  numerous  and  extreme  than  that  of  any  other  employment, 
and  must  be  met  by  the  same  expedients  that  other  mortals  resort  too.  They 
have  the  moral  and  legal  right  to  do  so,  subject  to  the  two  fundamental  prin- 
ciples, viz:  "That  they  serve  all  alike;  that  they  charge  no  more  than  the 
service  rendered  is  reasonably  worth." 

The  argument  of  counsel  is  particularly  directed  against  the  practice  of 
giving  less  rates  to  the  public  than  the  Commissioners'  schedule  and  against 
what  are  called  commodity  rates,  and  the  existence  of  these  practices  is  urged 
as  a  reason  for  the  reduction  of  the  maximum  tariffs.  If  their  contention 


237 

should  be  accepted  by  the  Commission  and  such  a  reduction  be  made  as  they 
desire,  the  inevitable  result  would  be  disastrous  both  to  the  public  and  the 
railroads.  No  one  would  have  the  temerity  to  suggest  that  the  lowest  rate 
in  effect  on  the  roads  should  be  the  basis  for  a  maximum  schedule.  Since 
intermediate  rates  would  have  to  be  adopted,  the  result  would  be  that  the 
railroads  would  be  compelled  to  take  the  schedule  for  their  tariffs,  take  out 
their  lower  rates  and  deprive  the  public  of  the  advantages  resulting-  from 
their  existence.  It  is  conceded  generally  that  ''the  consumer  pays  the 
freight."  Hence,  any  concession  made  in  rates  to  aid  and  build  up  manufac- 
turing interests  inures  to  the  people  who  consume  or  use  the  manufactured 
article.  Upon  like  principle,  commodity  rates  to  wholesalers  and  retailers 
enable  them  to  place  their  goods  before  the  public  at  lower  prices.  Any  action 
of  this  Commission  wrhich  would  compel  the  railroads  to  take  out  these  rates 
must  necessarily  result  to  the  disadvantage  of  the  people  by  raising-  the  price 
of  products  and  the  injury  of  the  railroads  by  curtailing-  shipments  and 
depriving-  them  of  what  profit  there  may  be  in  the  larg-er  amount  of  trans- 
portation. 

2.  Eight  pages  of  the  brief  and  argument  of  counsel  for  petitioners  is 
devoted  to  criticism  of  the  testimony  of  Mr.  Peabody,  and  the  endeavor  to 
reach  the  conclusion  that:  "These  last  figures  corroborate  the  statement 
heretofore  made  in  this  argument,  that  the  business  in  Illinois  yields  to  the 
Santa  Fe  Railroad  Company  about  10.57  per  cent,  dividends  on  the  mileag-e 
located  within  the  boundaries  of  this  State." 

It  is  not  our  intention  to  depart  from  our  adherence  to  the  statements  and 
conclusions  reached  by  Mr.  Peabody.  His  testimony  was  eminently  fair,  was 
the  result  of  deep  study  and  investigation  of  statistics,  and  worthy  of  the 
confidence  of  the  Commission.  He  said:  "The  Atchison,  Topeka  &  Santa  Fe 
road  has  a  total  of  5.031  miles.  It  has  a  total  in  Illinois  of  391  miles.  The 
earnings,  as  reported  from  operations  in  Illinois,  are  $4,754,110;  the  operating 
expenses  in  Illinois,  $2,973,492;  the  taxes  in  Illinois,  $104,660;  the  interest, 


of  mone37  would  pay  a  dividend  of  2.3  per  cent."' 

Here  we  have  the  testimony  of  an  honorable  and  learned  witness  giving  a 
clear  and  positive  statement  of  the  earnings  and  outlays  of  a  prominent  rail- 
road. and  his  sworn  testimony  shows  that  railroad  only  earned  for  its  owners, 
in  the  State  of  Illinois,  the  sum  of  2.3  per  cent.  Gentlemen  upon  the  other 
side  are  expert  in  the  handling  of  figures,  and  by  a  system  which  we  are 
unable  to  follow  or  understand  reach  the  solemn  and  direful  conclusion  that 
the  Santa  Fe  earned  a  net  profit  in  Illinois  of  10.57  per  cent.  This  is  the 
result  of  more  or  less  skillful  manipulation  of  figures  instead  of  a  deduction 
from  the  evidence.  For  the  purposes  of  argument,  suppose  it  did.  Let  us  ask 
what  if  it  did?  Who  is  wronged  by  it?  There  is  no  law  limiting  the  earn- 
ings of  public  service  corporations:  there  is  no  established  public  policy  which 
it  violates.  Provided  the  corporation  charges  no  more  "than  the  services 
rendered  by  it  are  reasonably  worth,"'  no  one  should  be  heard  to  complain.  In  the 
case  at  bar  there  was  no  evidence  introduced  which  tended  to  show  that  the 
Santa  Fe  had  charged  any  patron  an  unreasonable  rate.  No  patron  of  it  came 
forward  to  charge  it  with  any  kind  of  extortion.  Why,  then,  may  we  ask, 
should  the  commission  be  disposed  to  punish  it.  together  with  all  other  roads 
of  the  State,  by  a  reduction  of  rates,  when,  because  of  its  physical  condition 
and  excellence  of  administration,  it  is  enabled  to  earn  for  its  owners  10  per 
cent,  upon  its  Illinois  investments.  It  should  be  cause  for  congratulation 
rather  than  of  condemnation.  There  is  no  charter  limitation  upon  their  right 
to  earn  as  much  as  any  strictly  private  corporation  or  individual,  nor  would 
it  be  to  the  interest  of  the  State  that  there  should  be.  The  legal  exaction 
that  all  be  ser\ed  alike  and  for  a  reasonable  reward,  is  all  that  is  needed  for 
the  public  good  In  the  only  instance  which  is  now  recalled  where  by  law 
there  is  any  attempt  to  express  the  legislative  will  on  the  subject  of  the 
extent  of  earnings  is  to  be  found  in  the  charter  of  the  Union  Pacific  Eailroad 
Company,  and  there  the  Congress  of  the  United  States,  'after  allowing  a  net 
earning  applicable  to  dividends  of  10  per  cent.,  exclusive  of  the  5  per  cent,  to 


238 

be  paid  to  the  United  States,  provided  that  Congress  might  reduce  the  rates 
of  fare  thereon,  "if  unreasonable  in  amount."  The  language  is  as  follows: 
"Whenever  it  appears  that  the  net  earnings  of  the  entire  road  and  telegraph, 
including  the  amount  allowed  for  services  rendered  for  the  United  States, 
after  deducting  all  expenditures,  including  repairs  and  the  furnishing,  run- 
ning and  managing  of  said  road,  shall  exceed  10  per  centum  of  its  cost, 
exclusive  of  the  5  per  centum  to  be  paid  to  the  United  States,  Congress  may 
reduce  the  rates  of  fare  thereon,  if  unreasonable  in  amount,  and  may  fix  and 
establish  the  same  \>y  law.'' 

Smyth  v.  Ames,  169  U.  S..  p.  519. 

From  this  it  would  seem  that  the  Government  of  the  United  States  recog- 
nizes the  right  to  earn  10  per  cent  on  the  investment  at  all  events,  and  any 
greater  sum,  provided  only  that  the  rates  are  not  unreasonable.  Our  conten- 
tion, therefore,  is,  even  if  the  Santa  Fe  has  in  the  year  1904  earned  in  Illinois 
10  per  cent  on  its  stock,  as  is  figured  out  by  opposing  counsel,  it  is  well 
within  its  rights. 

The  extent  of  the  earnings  of  a  railroad  is  not  pursuasive  evidence  that  its 
rates  are  reasonable  or  unreasonable.  The  physical  condition  of  a  road,  its 
equipment,  the  extent  of  its  traffic,  may  enable  one  road  to  find  a  fair  reve- 
nue at  an  average  rate  of  a  cent  a  ton  a  mile,  whereas  another,  less  favorably 
circumstanced,  might  be  able  to  make  money  at  a  much  greater  rate.  Grea't 
sums  of  money  are  being  expended  in  this  State  to  enable  the  railroads  to 
transport  persons  and  property  in  the  greatest  safety,  at  the  least  possible 
cost,  and  in  the  shortest  time.  Is  it  to  be  the  policy  of  this  State  to  say  that 
when  economical  operation  is  made  possible  by  the  means  of  these  expendi- 
tures that  those  who  own  the  properties  and  have  invested  their  money  to 
execute  the  economies  shall  reap  no  benefit  from  them?  That  they  shall 
have  only  a  limited  dividend  without  reference  to  the  reasonableness  of  their 
charges?  If  so  it  is  to  be  the  end  of  expenditure  for  improvements.  The 
true  and  just  policy  would  be  to-  encourage  the  improvement  under  the  prom- 
ise that  unlimited  dividends  would  be  allowed  subject  only  to  like  service 
and  reasonable  charges  to  all. 

You  cannot  deprive  the  owners  of  railroads  of  the  power  of  charging  reas- 
onable rates  for  the  use  of  their  property.  Such  deprivation  is,  in  substance 
and  effect,  a  taking  of  the  property  itself. 

Chicago,  Milwaukee  &  St.  Paul  R.  Co.  v.  Minnesota,  134  U.  S.,  418.  - 
Smyth  v.  Ames,  169  U.  S.,  466. 

A  reasonable  compensation  is  "such  sum  as  the  service  rendered  is  reason- 
ably worth.'" 

Smyth  v.  Ames.  siii>rn. 

Counsel  for  petitioners  have  isolated  the  Santa  Fe;  they  claim  that  under 
the  Commissioners'  schedule  it  has  earned  10  per  cent.,  and  therefore  there 
should  be  a  revision  of  the  schedule  and  rates  lowered.  Before  me  is  a  sched- 
ule, which  is  in  evidence  and  printed  with  the  record,  showing  the  earnings 
of  thirty-nine  of  the  railroads  of  this  State.  Of  that  number  it  appears  that 
five  have  earned  as  much  as  10  per  cent,  applicable  to  dividends:  one  other 
as  much  as  9  per  cent.,  while  thirty- three  of  the  number  earned  less  than  5 
per  cent.;  sixteen  earned  nothing  so  applicable,  whilst  the  general  average  of 
the  whole  number,  disregarding  fractions,  is  3  per  cent.  It  may  be  safely 
asserted  that  no  other  business  in  the  state  is  carried  on  upon  so  small  a 
margin  of  profit. 

A  revision  of  the  schedule  is  not  for  the  leading  and  dividend  earning  roads 
alone;  it  is  for  all  roads  and  whilst  a  few  roads  might  endure  a  reduction,  it 
means  ruin  to  the  great  majority.  It  would  simply  be  a  gross  injustice  to  all 
roads.  In  justice  to  those  which  by  time,  growth  of  the  country,  fostered 
and  developed  by  their  aid.  by  wise  investments  in  improvements  of  track 
and  equipment,  and  by  large  traffic  and  wise  administration  have  been  en- 
abled to  earn  money,  and  injustice  to  those  roads  which,  under  existing- 
tariffs,  have  been  unable  to  make  but  small  returns  to  their  owners  and  ruin 
to  those  which  have  been  iinable  to  make  any  returns. 

Upon  this  topic  I  beg  to  adopt,  as  a  part  of  this  brief  and  argument,  the 
very  clear  and  able  exposition  of  the  subject  submitted  in  the  brief  of  .ludge 
Hamill  and  printed  in  the  record.  (Transcript,  p.  175.) 


289 

It  is  not  to  be  supposed  that  because  five  railroad  companies  of  the  state 
can  earn  good  dividends  under  an  existing-  schedule  of  maximum  rates  that 
the  rights  of  all  others  are  to  be  disregarded.  The  constitutional  rights  of 
all  are  to  be  regarded.  The  thirty- four  remaining  companies  are  entitled  to 
legal  protection  against  the  caprices  of  a  few  chronic  grumblers  who  would 
wish  the  confiscation  of  their  properties.  Any  schedule  of  maximum  rates 
which  is  so  low  as  to  permit  the  average  roads  of  the  state  from  earning  a 
compensation  to  their  owners  is  a  taking  of  the  properties. 
Smyth  v.  Ames,  169  U.  S..  466. 

3.  It  is  contended  that  the  Illinois  Commission  should  adopt  the  Central 
Traffic  Association  scale  as  the  basis  for  its  schedule  of  reasonable  maximum 
rates.  Whatever  may  be  the  differences  in  the  rates  of  this  state  and  those 
in  Central  Traffic  Association  territory,  they  certainly  are  not  such  as  is  stated 
in  the  argument  of  counsel.  Under  the  C.  T.  A.  scale  the  rates  are  minimum 
rates:  under  the  Illinois  schedule  the  rates  are  maximum.  There  are  but  six 
classes  in  the  C.  T.  A.  schedule  of  minimum  rates:  under  the  Illinois  schedule 
of  maximum  rates  there  are  ten  classes.  Counsel  confine  their  illustrations 
to  the  six  classes  exclusively  and  ignore  the  fact  that  in  one  case  they  deal 
with  the  minimum  rates  and  in  the  other  with  the  maximum,  and  they  give 
no  consideration  to  their  much  vaunted  contention  that  one-half  of  the  traffic 
of  this  state  is  moved  at  less  than  the  maximum  rates,  and  they  neglect  to  say 
whether  the  other  half  is  moved  under  the  class  rates  applicable  to  classes 
6-10  of  the  Illinois  schedule.  These  facts  show  of  how  little  value  are  such 
comparisons  as  they  make.  The  rates  in  other  states  are  of  little  value  as 
evidence  tending  to  show  what  would  be  reasonable  in  this  state^  The 
authority  for  this  proposition  was  so  often  read  and  discussed  before  the 
Commission  that  it  is  unnecessary  to  repeat  it.  Again,  here  is  the  east  and 
west  rate  against  the  north  and  south  rate.  There  has  been  no  complaint 
against  the  east  and  west  rate  in  this  state  so  far  as  the  evidence  is  con- 
cerned. It  was  all  against  the  north  and  south  rate  and  was  so  avowed  by 
counsel  in  your  presence.  The  public  policy  and  the  statutes  of  this  state 
recognize  that  comparisons  are  not  to  be  made  between  the  two  directions 
The  statute  limits  prosecutions  for  discrimination  when  made  in  the  same 
direction.  The  east  and  west  rates  in  this  state  are  within  the  influence  of 
the  great  trunk  lines  of  the  east  and  are  dominated  by  them  to  an  extent  that 
the  state  roads  must  practically  adopt  their  schedule  or  go  out  of  that  busi- 
ness, and  hence  the  so-called  inequalities  complained  of  to  you. 

It  has  been  iterated  and  reiterated  that  Illinois  has  a  greater  population 
than  either  Indiana  or  Ohio.  It  is  true,  but  when  we  consider  density  of 
population  and  density  of  traffic,  as  applied  to  the  railroad  companies,  whose 
action  on  rates  is  appealed  to  control  the  action  of  this  commission,  it  is  im- 
measurably favorable  to  the  roads  operating  in  Ohio  and  Indiana.  It  should 
not  be  forgotten  that  the  east  and  west  lines  apply  in  Illinois  the  C.  T."  A. 
rates,  and  this  is  generally  true  in  making  their  joint  tariff  with  the  north 
and  south  roads.  This,  again,  produces  an  effect  much  complained  of:  yet  it 
must  be  remembered  that  the  north  and  south  line  does  not  originate  such 
traffic,  and  it  must  either  accept  the  proportion  proposed  b}'  the  initial  road 
or  go  without  the  business.  All  of  the  east  and  west  lines  through  Indiana 
and  Ohio  operating  under  the  C.  T.  A.  scale,  with  whose  rates  our  north  and 
south  rates  have  been  compared,  are  either  the  trunk  lines  proper  or  are 
owned  or  controlled  by  them  by  some  of  the  different  processes  of  ownership. 
They  are,  in  substance,  the  trunk  lines  themselves  extending  from"  the  At- 
lantic to,  into  or  through  the  State  of  Illinois  In  determining  the  density 
of  traffic  and  of  population  applicable  to  such  a  road,  the  whole  line  is  to  be 
taken  as  a  unit,  and  so  taken,  there  is  no  comparison  between  them.  The 
density  of  traffic  and  of  population  in  the  territory  of  the  Alton  or  Illinois 
Central,  with  which  comparisons  are  so  often  made,  is  practically  limited  to 
the  State  of  Illinois.  That  of  the  New  York  Central  or  Pennsylvania  Com- 
pany included  all  of  New  England,  New  York.  Pennsylvania,  Ohio,  Indiana 
and  Illinois.  The  great  lines  of  commerce,  including  travel,  have  ever  been 
and  now  are  along*  the  parallels  of  latitude,  east  and  west.  No  human 
agencies  can  change  them.  Along  these  lines  go  the  great  bulk  of  the  com- 
modities, and  as  a  natural  incident  thereto,  the  rates  of  charges,  influenced 
by  the  bulk,  will  be  lower  than  when  applied  to  the  lesser  shipments.  Upon 


240 

few  lines  and  for  small  distances  unimportant  exceptions  temporarily  exist. 
This  does  not  effect  the  question  materially.  The  general  principal  was  ad- 
mitted by  Mr.  Barlow,  the  only  important  witness  for  the  petitioners. 

Mr.  Peabody  made  this  question  of  density  of  population  and  of  traffic 
quite  plain.  Yet  the  point  is  so  well  illustrated  in  the  answer  of  the  Chicago, 
Milwaukee  and  St.  Paul  Railway  Company,  that  I  presume  to  copy  it  here. 
In  addressing-  his  answer  to  the  petition,  including  "Exhibit  A"  thereto,  and 
its  origin  in  the  so-called  McGraham  system  of  rates,  the  writer,  Mr.  Burton 
Hanson,  observes: 

"It  has  been  found,  in  consequence  of  this  elaborate  system  of  east  and 
west  rates,  that  rates  for  short  intermediate  hauls  in  Central  Traffic 
Association  territory  are  necessarily  low,  if  the  long  and  short  haul  pro- 
vision of  the  Interstate  Commerce  Act  is  observed.  It  was  found  that 
this  condition  led  to  demoralization,  and  as  a  partial  preventative  the 
rates  of  the  so-called  'Exhibit  A"  were  adopted  as  a  minimum  rate,  under 
which  no  one  would  go  under  any  circumstances.  The  rates  in  that  ex- 
hibit were  drawn  up  after  careful  investigation,  and  were  so  framed  as 
to  as  nearly  as  possible  meet  existing  contingencies,  but  they  do  not 
afford  even  a  small  light  on  the  subject  of  what  is  a  fair,  reasonable 
rate. 

"The  complainants  in  this  case  ask  that  they  be  adopted  as  the  maxi- 
mum rates  of  Illinois.  For  the  purpose  of  showing1  the  unreasonableness 
of  this  proposition,  or  of  any  one  approximating  it,  there  will  be  submit- 
ted to  you,  in  proper  order,  a  statement  showing  the  actual  maximum 
rates  of  Indiana,  and  another  one  showing  the  relative  density  of  traffic 
on  the  New  York  Central  Railroad  and  on  the  St.  Paul  Railroad  for  the 
year  1900.  the  last  available  statistics  of  this  kind,  together  with  a  scale 
of  the  maximum  rates  charged  by  the  C  ,  M.  &  St.  P.  in  Illinois,  and  the 
maximum  rates  charged  by  the  New  York  Central  from  which  it  will  be 
seen  that  in  1900  the  C..  M.  &  St.  P.  had  6,596  miles  of  road,  with  a  total 
number  of  tons  moved  on  that  mileage  of  18,010,683,  which  reduced  to 
mile  tons  was  3,639,977,191,  which  was  equal  to  551,846  tons  per  mile  for 
each  mile  of  road  owned  and  operated.  During  the  same  period  the  New 
York  Central  had  2,817  miles  of  road.  The  total  number  of  tons  moved 
over  that  road  during  the  year  was  37,586.496.  or  6,117,572.625  mile  tons, 
equal  to  2.171,662  mile  tons  per  annum  for  each  mile  of  road.  The  state- 
ment will  also  show  that  the  St.  Paul  Company  handled  during  the  year 
2,370  tons  of  freight,  regardless  of  the  distance  hauled,  for  each  mile  of 
operated  road,  while  the  New  York  Central  moved  13.342  tons  for  each 
mile  of  road.  The  St.  Paul  Company  having  134  per  cent  greater  mile- 
age than  the  New  York  Central  and  handled  52  per  cent  less  tons  of 
freight. 

"The  statement  will  also  show  that  for  50  miles  haul  the  St.  Paul  Com- 
pany gets,  under  its  maximum  schedule  of  Illinois,  29.14  for  first-class 
freight,  while  the  New  York  Central  receives  28  cents  for  the  same  haul. 
It  shows  that  for  100  miles  the  New  York  Central  may  get  51  cents  on 
first-class  freight,  while  for  that  distance  in  Illinois  the  St.  Paul  Com- 
pany is  permitted  to  get  only  38  54.  It  shows  that  on  the  long  haul  of 
350  miles  the  New  York  Central  is  permitted  to  charge  60  cents  on  first- 
class  freight,  while  the  St.  Paul  Company  in  Illinois  cannot  charge  more 
than  58.28.  In  other  words,  the  rates  which  the  New  York  Central  is 
permitted  to  charge  with  its  enormous  mile  tonnage  per  annum  are 
greater  than  the  rates  which  are  now  charged  by  the  St.  Paul  Company 
under  the  existing  maximum  freight  tariffs. 

"The  comparison  with  the  business  of  the  Pennsylvania  road  is  sub- 
stantially the  same  as  the  foregoing.  The  Pennsylvania  in  1900  operated 
3.648  miles  of  road.  The  total  tons  handled  by  that  company  during  that 
year  was  101.12^.383.  which  reduced  to  mile  tons  reached  the  enormous 
sum  of  8,726,462.614  mile  tons,  equivalent  to  2,392.122  mile  tons  per  an- 
num for  each  mile  of  road. 

"The  St.  Paul  Company  had  80  per  cent  greater  mileage  than  the  Penn- 
sylvania Company  and  moved  82  per  cent  less  tons  of  freight. 

"You  will  find  submitted  in  proper  order  tariffs  of  the  Michigan  Cent- 
ral. Southern  Indiana  Railway.  C.  I.  »fe  L.  Ry.,  Evansville  •&  Terre  Haute, 


241 

Cincinnati,  Hamilton  &  Dayton,  Detroit,  Lansing-  &  Northern,  Chicago, 
West  Michigan;  Flint  *fc  Pere  Marquette,  from  which  it  will  appear  that 
all  of  these  roads  have  been  and  are  charging  rates  on  their  local  traffic 
largely  in  excess  of  the  so-called  rates  in  -Exhibit  A,'  which  totally  dis- 
proves the  reliability  of  'Exhibit  A' for  purposes  of  information  or  justice. " 
This,  we  think,  is  a  sufficient  answer  to  all  the  argument  and  contention 

that  the  rates  of  east  and  west  roads  in  C.  T.  A.  territory   should  be  adopted 

as  a  standard  for  a  maximum  schedule  in  Illinois. 

4.  Following  the  argument  of  counsel,  we  find  the  further  complaint,  viz., 
"that  the  B.  &  O.  S.  W.  and  Vandalia,  the  T.,  St    L.  &  W.  and  the  Big  Four 
are  now  operating,  as  shown  by  their  tariffs,  on  practically  the  same  rates  as 
are  fixed  by  the  C.  T.  A.  scale  on  Shipments  from  East  St.  Louis  to  points  in 
Illinois,  such  shipments  necessarily  moving  towards  the  east,  and  have  been 
for  several  years." 

These  are  parts  of  the  great  eastern  and  western  trunk  lines,  extending 
from  the  seaboard  to  and  through  the  states  of  New  York,  Pennsylvania, 
Maryland,  Ohio,  Indiana  and  Illinois,  reaching  all  of  the  industries  of  the 
country,  drawing  the  commerce  of  New  England  and  having  the  patronage  of 
more  than  40,000,000  of  people.  The  Chicago  &  Alton  and  Illinois  Central, 
whose  rates  between  points  in  Illinois  are  compared  and  assailed,  have,  be- 
tween St.  Louis  and  Chicago,  300  miles  of  road  and  a  population  less  than 
one- tenth  of  the  territory  tributary  to  the  trunk  lines  and  from  which  they 
derive  revenue.  Under  the  principles  laid  down  in  Smith  v.  Aimes,  by  the 
Supreme  Court  of  the  United  States,  how  can  such  comparisons  justify  action 
by  this  board?  They  are  entirely  without  legal  force,  and  should  be,  as  we 
trust  they  will  be.  entirely  ignored. 

5.  It  is  further  complained  in  counsel's  argument  that  there  are  many  "in- 
equalities and  discriminations  in  Illinois;  that  the  full   maximum  is  charged 
for  certain  cities,  whereas  special  rates  are  made  out  of  and  into  certain  lo- 
calities."    These,  when  specific  acts  are  pointed  out,  are  but  individual  viola- 
tions of  the  statutes  of  Illinois.     The  remedy  is  given  by  statute,  and  the 
counsel  for  petitioners,  whilst  he   was  a  distinguished  and  much  respected 
Attorney  General  of  this  State,  could  have  haled  the  offenders  into  court  to 
answer  for  violation  of  the  statute  against  extortion  and   unjust  discrimina- 
tion.    No  doubt  exists,  in  view  of  the  zeal  .manifested  in  this  proceeding,  that 
he  would  have  done   so   had   instances  occurred   of  such  moment  as  to  have 
amounted  to  the  dignity  of  a  misdemeanor.     The  instance  cited  of  a  shipment 
of  coffee  from  Decatur  to  Arcola  figured  in  the  evidence  as  "a  bag  of  peanuts," 
to  which  no  weight  was  given,  and  the  charge  made  for  the  greater  distance 
was  10  cents  a  pound  and  for  the  lesser  12  cents.     Whether  by  the  same  road 
does  not  appear.     The  littleness  of  this  transaction  is  so  striking  as  to  make 
it  ridiculous  when  offered  as  a  reason  for  reduction  of  the  schedule  of  reason- 
able maximum  rates  which  controls  the  many  millions  of  dollars  iqvolved  in 
the  transportation  rates  of  a  great  state.     A  sufficient  answer  to  this  conten- 
tion as  to  discriminations  and  inequalities  in  charges  is  that  they  do  not  arise 
from  any  vice  of  the  schedule,  and  the  law  already  affords  an  ample  remedy 
for  all  such  abuses  when  they  exist.     Lowering  or  raising  the  schedule  will 
not  prevent  unjust  discriminations  nor  inequalities  in  practice. 

6.  Counsel  say:     "A  reduction  of  the  Illinois  distance  tariff  would  simply 
mean  the  placing  of  Illinois  shippers  appropriately  on  an  equality  with  each 
other  and  would  be  the  means  of  preventing  discriminations  and  inequalities 
not  only  between  individuals  but  as  between  different  localities  in  the  State. 
The  evidence  shows  that  a  large   amount  in  1904  was  passed  to  the  surplus 
account  by  the  leading  roads  in  Illinois  after  the  payment  of  large  dividends  " 

It  is  not  perceived  how  the  lowering  of  the  Illinois  distance  tariff  will  pre- 
vent '-discriminations  and  inequalities"  unless  the  scale  should  be  made  so 
low  that  the  "leading  roads  of  Illinois"  should  be  compelled  to  charge  in 
every  instance  the  full  price  of  the  maximum  rate:  this  might  be  done  and 
yet  let  "the  leading  roads"  live,  but  what  are  the  consequences  to  those  roads 
which  are  not  classed  as  "leading  roads"?  Simply  ruin.  The  five  roads  which 
are  supposed  to  have  earned  good  dividends  and  placed  something  to  surplus 
might  endure  the  test,  but  by  so  doing  you  visit  upon  the  thirty-five  remain- 

-16  R  W 


242 

ing.,  which  are  not  "leading  roads,"  a  punishment  which  the  law  does  not 
contemplate,  which  those  thirty- five  would  resist,  and  that  which  the  fair- 
minded  people  of  this  State  do  not  desire  and  would  not  approve.  The  evi- 
dence isolating  the  C.  P.  &  St.  L.  R.  C.,  and  the  evidence  and  argument  of 
Judge  Hamill  touching  the  situation  and  circumstances  of  the  Louisville  & 
Nashville  Railway  Company  in  Illinois  must  have  convinced  the  commission 
that  the  railroad  properties  of  this  State  are  in  no  condition  to  warrant  a 
material  reduction  of  rates.  It  should  be  borne  in  mind  that  a  "schedule  of 
reasonable  maximum  rates"'  is  not  made  for  the  day  or  the  year.  The  one  in 
force  with  occasional  amendments  has  existed  for  near  a  quarter  of  a  century, 
and  has  in  practice  given  protection  and  satisfaction  to  the  State.  Under  it 
the  State  has  prospered  beyond  any  expectation  of  the  most  enthusiastic. 
This  could  never  have  been  if  the  rates  of  transportation,  the  most  important 
consideration  of  commerce  had  not  been  reasonable  and  fair.  This  is  a  day 
of  great  prosperity  in  every  department  of  the  great  business  of  the  country, 
and  any  rate  predicated  upon  present  conditions  would  prove  disastrous  in  a 
time  of  depression;  when  freights  become  less,  when  travel  falls  off,  how 
would  the  non-leading  roads  weather  the  storm  when  in  these  good  days  they 
are  unable  to  provide  revenues  either  for  dividends  or  surplus?  These  are  the 
days  when  prudent  business  men  make  provision  against  the  day  of  depres- 
sion. The  railroads  have  a  legal  right  to  make  a  like  provision  without 
incurring  the  wrath  or  envy  of  any  man.  It  should  be  borne  in  mind  by  the 
commission  that  you  are  not  asked  to  fix  the  maximum  rate  for  the  "leading 
roads,"  for  the  prosperous  roads  alone,  but  for  all;  not  to  make  the  maximum 
for  the  prosperous  present,  but  for  to-day,  this  year  and  for  the  years  of 
adversity  which  are  sure  to  follow. 

7.  A  much  cherished  complaint  of  counsel,  fondled  both  in  the  brief  and 
the  argument,  is    that    the  respondents  have  withheld    evidence,  suppressed 
evidence.       Many  authorities  are  cited  as  to  the  consequences  and  legal  pre- 
sumptions arising  from  such  vicious  conduct.     It  would  doubtless  be  sufficient 
answer  to  this  to  say  that  the  complaint  is  without  foundation  in  fact,  that 
it  is  a  figment  of  a  heated  imagination,  but  we  elect  to  go  further  and   affirm 
that  the  railroads  stood  ready  and  offered  to  present  any  and  all  facts  within 
their  knowledge  or  keeping. 

The  Wabash  offered  to  bring  into  the  room  of  the  commission  all  that  the 
learned  counsel  wanted,  and  when  the  chairman  advised  him  that  it  would 
probably  equal  a  carload,  the  request  was  withdrawn.  Another  illustration 
of  the  want  of  substance  to  this  complaint  is,  that  the  Illinois  Central,  under 
the  direction  of  Mr.  Keepers,  upon  the  request  of  former  counsel  of  petition- 
ers for  the  information,  caused  schedules  and  statistics  to  be  prepared  con- 
cerning the  local  business  and  the  comparative  amount  of  business  done  upon 
and  at  less  than  schedule  rates,  at  an  expense  of  about  two  thousand  dollars, 
brought  the  same  into  the  room  of  the  commission  and  upon  examination  by 
the  petitioners  was  not  asked  a  question  on  the  subject.  In  the  light  of  such 
facts,  how  can  the  contention  that  information  was  withheld  or  suppressed 
by  the  railroad  companies  have  the  countenance  of  this  board?  The  law 
relating  to  the  suppression  of  evidence  is  well  understood  and  no  authority 
on  the  subject  is  needed.  This  is  another  instance  of  the  straw  man  set  up 
to  be  knocked  down.  The  suggestion  is  gratutuious;  no  evidence  was  with- 
held or  suppressed.  The  petitioners  had  no  right  to  expect  that  respondents 
would  go  to  the  expense  of  causing  tables  to  be  made  "showing  how  much 
local  freight  they  have  carried  each  year  since  1897,  and  how  much  the  net 
earnings  and  income  were  upon  the  business  in  Illinois  during  those  years." 
They  have  had  other  functions  to  perform  and  other  uses  for  the  enormous 
sums  it  would  cost  to  work  out  and  produce  it. 

8.  There  is  no  justification  for  the  charges   that  the  roads  of  Illinois  are 
overcapitalized.     Petitioners  have  been  content  to  name  but  one,  the  Chicago 
&  Alton  Railway  Company.     This  company  has  issued  but  forty  millions  of 
stock,  predicated  upon  its  ownership  of  its  own  line  and  its  leased  lines.     It 
is  located  in  the  best  agricultural  region  in  the  world.     Its  termini  are  the 
most  prosperous  cities  in  the  center  of  our  country,  upon  its  lines  are  many 
large  and  growing  cities  devoted  to  manufacturing  and  agricultural  interests 
and  with  a  continuation  of  favorable  conditions  and  with  its  liberal  and  wise 
treatment  of  the  interests  on  its  line  will  so  promote  the  public  welfare  that 


243 

it  will  be  enabled,  if  its  present  wise  and  broad-minded  executive  adminis- 
tration be  continued,  to  earn  revenue  on  reasonable  rates  to  pay  dividends  on 
its  stock,  common  as  well  as  preferred.  If  it  charges  only  reasonable  rates, 
no  more  than  the  use  of  its  properties  are  worth,  what  boots  it  to  the  public 
whether  the  capitalization  be  high  or  be  low?  The  Supreme  Court  of  the 
United  States  says  that  these  companies  have  the  undeniable  legal  right  to 
charge  the  customer  as  much  as  the  service  is  reasonably  worth,  and  so  long 
as  that  is  the  rate  the  public  have  no  cause  to  complain.  In  the  last  analysis 
let  us  say  that  this  right  cannot  be  taken  from  this  company,  and  it  asks  no 
more.  The  assault  upon  this  company  seems  to  have  become  fashionable, 
and  therefore  it  is  so  persistently  indulged  in. 

9.  It  is  probable  that  no  change  of  the  "schedule  of  reasonable  maximum 
rates"  will   materially   affect  the   "Nickle  Plate,"  Panhandle,   Pennsylvania 
Company  and  Lake  Shore  and  Michigan  Central;  hence,  it  is  unnecessary  to 
follow  counsel  in  his  argument  touching  the  question  as  to  how  their  earn- 
ings and  terminal  expenses  should  be  applied.     The  testimony  of  Mr,  Peabody 
was  sufficiently  clear  to  justify  their  methods  of  appropriation. 

10.  Whether  the  statements  made  by  the  railroads  in  their  returns  to  the 
Auditor  and  State  Board  of  Equalization  are  competent  evidence  in  the  nature 
of  admissions  against  them  was  fully  discussed   upon  the  hearing  and  all  of 
the  authorities  applicable  to  the  question  were  read  by  counsel  on  each  side 
to  the  commission.     We  can  see  no  propriety  in  reiterating  them.     They  are 
in  the  hands  of  the  commission  and  can   be  further  read   and  studied,  if  it  is 
deemed  necessarj^,  at  the  pleasure  and  convenience  of  the  board.     The  cases 
holding  such  admissions  to  be  inadmissible  are: 

C.,  H,  &  M.  R.  Co.  v.  McDougal,  108  Ind.,  182. 
G.  M.  Ins.  Co.  v.  Niewedde,  39  N.  E.  R.,  536. 
Randtye  v.  Lyman,  124  Mass.,  364. 

11.  We  commend  to  the  consideration  of  the  commission  the   views  and 
legal  principles  declared  by  the  Supreme  Court  of  the   United   States,  in  the 
now  noted  case  of  Smyth  v.  Ames,  169  U.  S.,  466.     Upon  that  authority,  which 
covered  every  point  necessarily  involved  here,  we  earnestly  insist  that  no  case 
has  been  made  by  the  evidence  showing  a  reasonable  legal  necessity  for  the 
exercise  by  this  board  of  its  power  to  revise  the  existing  "schedule  of  reason- 
able   maximum  rates."     It  was  contemplated  by  the  Legislature  that   this 
power  which  the  statute  gives  you,  would  be  made   use  of  only  when  there 
should  exist  a  public  need  of  it:  that  it  would  not  be  used  lightly  or  unadvis- 
edly, whereby  rates  would  be  disturbed  and  chaos  produced  in  the  business, 
when  order,    stability    and   certainty  are  so  essential  to  the  general  well 
being.     We  know  of  nothing  so  well  calculated  to  promote  welfare  as  regular, 
certain,  stable  and  reasonable  transportation  rates,  and  nothing  so  detrimen- 
tal as  their  disturbance.      It  is,  therefore,  that  we  so  earnestly  persist  in  our 
contention  that  there  is  no  evidence  to  warrant  the  demand  of  counsel  that 
there    be    a    reduction    of    at    least    25    per    cent    of  the   schedule.     It  seems 
hardly  possible  that  this  is  a  sincere  conviction  on  his  part.      In  one  sentence 
he  claims  that  the  Central  Freight  Association  schedule  is  60  per  cent  lower 
than  the  Illinois  schedule;  that  the  density  of  traffic  is  greater  in  Illinois  than 
in  C.  T.  A.  territory;  that  Illinois  roads  earn  a  net  revenue  of  450  per  mile 
more  than  any  other  roads  in  the  Union;  that  they  can  do  business  just  as 
cheaply  as  any  other  roads,  and  finally  demands  the  reduction  of  25  per  cent. 
If  their  contentions  are  true,  why  not  reduce  the  schedule  to  60  per  cent? 
Why  not  ask  the  whole  thing  and   let  the  railroads  go  to  the    bowwows? 
There  is  neither  truth  nor  reason  in  the  assault  and  nothing  but  evil  could 
come  of  granting  the  claims  which  they  make. 

In  the  origin  there  were  many  complaints  presented,  but  representing  only 
one  interest,  viz.,  the  mercantile,  and  only  a  small  fraction  of  that.  With- 
drawal after  withdrawal  has  been  made,  as  a  more  careful  consideration  of 
the  conditions  was  had,  until  only  a  representation  of  the  merchants  of  Chi- 
cago, through  their  representative,  Mr.  Barlow,  was  left  urging  this  contest. 
At  the  last  hearing  that  interest  dismissed  its  complaint  and  no  one,  so  far  as 
we  know,  now  stands  to  demand  a  revision  of  the  schedule.  The  great 
interests  of  this  State,  as  well  as  all  states,  may  be  said  to  be — first, 
labor;  second,  agriculture:  third,  manufactures;  fourth,  transportation:  fifth, 
mercantile.  They  have  all  been  before  you  on  this  question.  Labor,  by  its 


244 

accredited  representatives,  has  come  with  statistics  and  arguments  protesting 
against  any  interference  with  existing  conditions.  It  has  shown  you  that 
any  dimunition  of  the  earnings  of  the  railroads  must  injuriously  affect  their 
interests.  Agriculture,  blessed  by  a  superabundant  yield  of  the  fruits  of  the 
earth,  re-inf orced  by  ready,  easy  and  cheap  access  to  markets,  with  an  endless 
demand  for  her  products  at  remunerative  prices,  depending  only  on  the  pros- 
perity and  stability  of  the  transportation  companies,  rests  content  with 
things  as  they  are  Manufacturing,  prosperous,  progressive  and  ever  increas- 
ing in  importance  in  our  State  attributes  much  of  its  strength  and  greatness 
to  the  fostering  care  and  ready  facilities  of  the  railroads,  and  with  a  force 
and  directness  not  to  be  misunderstood  insists  that  there  be  no  interruption 
of  their  progress  through  speculative  changes  in  rates  of  transportation. 
Transportation,  upon  the  quality  and  quantity  of  which  all  commercial  and 
domestic  prosperity  and  contentment  largely  depends,  urges  upon  you  the 
wrong  and  injury  which  is  threatened  it  by  any  reduction  of  rates,  however 
slight,  and  submits  with  confidence  that  it  is  serving  the  public  better  and 
cheaper  than  ever  before.  The  mercantile  interests  believed  they  were 
treated  badly  in  some  places,  not  in  fact  but  by  comparison.  They  com- 
plained, but  in  the  end  withdrew  their  complaint  and  dismissed  their  pro- 
ceedings . 

These  conditions,  conclusive  evidence  as  they  are,  are  supplemented  and 
reinforced  by  a  score  of  witnesses,  Bird.  Keepers,  Peabody,  Hamblin,  Gower, 
Cooke,  Knight,  Markham,  Boyd,  et  al.,  who  have  told  you  under  oath  that 
the  schedule  of  maximum  rates  is  not  unreasonably  high,  whilst  one  witness 
alone,  Mr.  Barlow,  has  assailed  the  rates,  and  he  could  only  say  of  them  that 
either  they  were  too  high  or  those  in  Central  Traffic  Association  territory 
•were  ridiculously  low.  This  is  all.  In  such  circumstances,  and  in  view  of 
the  possible  consequences  of  a  reduction  of  railroad  rates,  it  will  be  a  bold 
hand  which  signs  an  order  reducing  the  Illinois  schedule  of  reasonable  max- 
imum rates.  WM.  BKOWX, 

Attorney  for  Respondents. 

JNO.  G.  DRENNAX, 

C.  M.  DAWES, 

JAMES  MILES, 

Of  Counsel. 

On  Dec.  5,  1905,  at  a  regular  meeting  of  the  commission  a  decision 
and  order  was  entered  of  record,  making  a  reduction  of  twenty  (20) 
per  cent  on  all  classes  of  freight  to  go  into  effect  from  and  after  Jan. 
1,  1906. 

Immediately  following  this  action  the  claim  was  made  by  the  rep- 
resentatives of  the  railroad  companies  that  a  twenty  (20)  per  cent 
reduction  on  the  car  load  classes  would  bring  the  Illinois  rates  much 
below  the  rates  current  in  adjacent  states,  and  the  request  for  the 
suspension  of  the  order  as  to  these  classes,  was  to  give  the  railroads 
an  opportunity  to  present  to  the  commission  a  comparison  of  actual 
conditions. 

On  Dec.  28,  1905,  at  a  special  meeting  of  the  commission,  the  order 
of  Dae.  5,  1905  was  modified  so  that  its  operation  was  suspended  as 
to  classes  six  (6)  to  ten  (10)  inclusive  and  commodities. 

To  make  these  comparisons,  the  following  railroads  sent  to  the  office 
of  the  commission  their  chief  rate  clerks  from  their  general  offices: 
fices: 

Mr.  Ernest  C    Bode, 
Mr.  F.  A.  Barber. 

Representing  the  Wtilmxh  It.  R.  Co. 
Mr.  J.  S.  Brown, 

Representing  the  Illinois  Central  R.  R.  Co. 
Mr.  F.  L.  Hollands, 

Representing  the  Chicago  &  Alton  Ry.  Co. 


245 

Mr.  II.  E.  Blowney, 

Representing  the  Chicago,  Burlington  &  Quincy  Ry.  Co. 
Mr.  E.  J.  Stocking-, 

Representing  the  Chicago  &  Eastern  Illinois  R.  R.  Co. 
Mr.  S.  G.  Nethercot, 

Representing  the  Chicago  A  Northwestern  Ry.  Co. 
Mr.  A.  M.  Schubert, 

Representing  the  Cleveland,  Cincinnati,  Chicago  &  St   Louis  Ry. 
Mr.  A.  G.  Sheer, 

Representing  the  Atchison,  Topeka  A  Santa  Fe  Ry.  Co. 
Mr.  Fred  K.  Crosby, 

Representing  the  Chicago,  Rock  Island  A  Pacific  Ry   Co. 

and  they  in  conjunction  with  Mr.  Charles  J.  Smith,  assistant  secre- 
tary, in  the  office  of  the  commission  compiled  a  large  amount  of  com- 
parative statistics,  some  of  which  are  hereto  attached. 

******* 

The  comparisons  attached  are  car  load  rates  on  nearly  all  import- 
ant commodities  which  appear  in  the  Illinois  Commissioners'  Classi- 
fication. 

To  enable  a  complete  understanding  of  the  figures  given,  the  group 
figures  in  the  percentage  comparison,  such  as  6-2-1,  6-2-2,  etc.,  are 
commodities  whi'ch  appear  as  6th  class  in  Illinois,  2nd  class  in  Indi- 
ana and  1st  class  in  Iowa. 

The  group  figures  in  Exhibits  1,  2,  3  and  4,  such  as  6-r»-A,  etc.,  are 
commodities  which  appear  as  6th  class  in  Illinois,  5th  class  in  Indi- 
ana under  Official,  and  A  in  the  Iowa  classification. 

Under  the  different  columns  will  be  found  the  rates  applicable  for 
the  mileage  shown  under  the  present  or  old  Illinois  schedule,  under 
the  proposed  twenty  (20)  per  cent  reduction  in  Illinois,  under  the  act- 
ual average  rate  charged  by  the  Indiana  lines,  under  the  Iowa  Com- 
missioners' schedule,  under  the  Central  Freight  Association  minimum 
scale  and  on  the  main  lines  of  the  Pennsylvania  Railroad  in  Pennsyl- 
vania. 

Comparison  of  Illinois  rates  with  the  Iowa  Commissioners'  Schedule  and 
Indiana  rates.  Distance  5  to  300  miles: 

Illinois,  Indiana,  Iowa. 

621 
Trunks,  empty. 

Indiana  92.5%  higher  than  Illinois. 
Illinois  48%  lower  than  Indiana. 
Illinois  57>o  %  lower  than  Iowa. 
Iowa  136%  hig-her  than  Illinois. 
622 

Wool. 

Indiana  92.5%  hig-her  than  Illinois. 
Illinois  48%  lower  than  Indiana. 
Illinois  46%  lower  than  Iowa. 
Iowa  85  %  hig-her  than  Illinois. 

632 

Counters  and  shelving-  for  office,  etc.     Condensed  coffee,  hay  racks,  iron,  etc. 
Indiana  53.5%  hig-her  than  Illinois. 
Illinois  35%  lower  than  Indiana. 
Illinois  46%  lower  than  Iowa. 
Iowa  85%  hig-her  than  Illinois. 


246 

624 
Poultry,  live. 

Indiana  923^  %  higher  than  Illinois. 
Illinois  48%  lower  than  Indiana. 
Illinois  11%  lower  than  Iowa. 
Iowa  12%  higher  than  Illinois. 

633 

Beds,  brass.     Coffee  extracts,  etc. 
Indiana  53.5%  higher  than  Illinois. 
Illinois  35%  lower  than  Indiana. 
Illinois  30%  lower  than  Iowa. 
Iowa  42 3-.J  %  higher  than  Illinois. 

6         4         A 

Twine  binding  for  harvesters,  doubletrees,  equalizers,  neck  yokes,  singletrees, 
whifletrees,  boiler  cleansing  compound,  steam  inspection  cars, 

street  cars  and  motors  combined. 
Indiana  6%  higher  than  Illinois. 
Illinois  5H%  lower  than  Indiana. 
Illinois  10%  higher  than  Iowa. 
Iowa  9%  lower  than  Illinois. 

6         3         4 

Beds,  iron.     Ladders,  wooden.     Acids,  liquid  in  glass,  measures,  iron 
Indiana  53>2  %  higher  than  Illinois. 
Illinois  35%  lower  than  Indiana. 
Illinois  11%  lower  than  Iowa. 
Iowa  12%  higher  than  Illinois. 

643 

Paper  pails  or  boxes— Tables,  K.  D. 
Indiana  6%  higher  than  Illinois. 
Illinois  5>6%  lower  than  Indiana. 
Illinois  30%  lower  than  Iowa. 
Iowa  42^%  higher  than  Illinois. 

644 
Chair  seats,  cane.     Paper  water  buckets,  sewing  machines,  castings,  wooden- 

wrare,  etc. 

Indiana  6%  higher  than  Illinois. 
Illinois  5>a ;%  lower  than  Indiana. 
Illinois  11%  lower  than  Iowa. 
Iowa  12%  higher  than  Illinois. 

645 

Bags  and  bagging.     Castings,  N.  O.  S.     Wire  rope,  washing  compound,  etc. 
Indiana  6%  higher  than  Illinois. 
Illinois  5^%  lower  than  Indiana, 
Illinois  20%  higher  than  Iowa. 
Iowa  17%  lower  than  Illinois. 

6         5         4 

Acids,  carbolic.     Acid  in   carboys  and   tank   cars.     Babbit  metal,  iron  rolls, 
tin,  etc.     Washboards,  barrel  covers  and  lawn  mowers. 
Indiana  15%  lower  than  Illinois. 
Illinois  18%  higher  than  Indiana. 
Illinois  11%  lower  than  Iowa. 
Iowa  12%  higher  than  Illinois. 

665 

Cereal  products  or  preparations. 
Indiana  33%  lower  than  Illinois. 
Illinois  49  V.j  %  higher  than  Indiana. 
Illinois  20%  higher  than  Iowa. 
Iowa  17%  lower  than  Illinois. 


247 

6          5          5 
Coffee,    sugar,    starch,    soap.     Hides.     Bolts,   nuts,  bridge    iron,   hay  bands, 

tin  plate,  etc. 

Indiana  15%  lower  than  Illinois. 
Illinois  18%  higher  than  Indiana. 
Illinois  20%  higher  than  Iowa. 
Iowa  17%  lower  than  Illinois. 

6  5         A 

Agricultural  implements,  wind-mills,  engines   and  boilers,  steam  pumps,  etc. 
Indiana  15%  lower  than  Illinois. 
Illinois  18%  higher  than  Indiana. 
Illinois  10%  higher  than  Iowa. 
Iowa  9%  lower  than  Illinois. 

623 
.  Fruit,  green. 

Indiana  92} .>%  higher  than  Illinois. 
Illinois  48%  lower  than  Indiana. 
Illinois  30%  lower  than  Iowa. 
Iowa  423-2%  higher  than  Illinois. 

7  5         5    . 

Asbestos    building    or    roofing  paper,    pipe    fittings.     Glass,   window.     Pipe, 

wrought  iron.     Iron  railing,  etc. 
Indiana  63-a  %  lower  than  Illinois. 
Illinois  7%  higher  than  Indiana. 
Illinois  9%  higher  than  Iowa. 
Iowa  8k  %  lower  than  Illinois. 

7         5         A 
Wood  carpet,  handles,  wooden,  balusters,  stair  rails,  or  other  turned  wooden 

work. 

Indiana  6}.2  %  lower  than  Illinois. 
Illinois  7%  higher  than  Indiana. 
Illinois  same  as  Iowa. 

7         5         B 
Stoneware,   strawboard,   plow   beams,  grindstones,   plow  handles,   enameled 

brick  fence,  wooden,  etc. 
Indiana  §1/., \%  lower  than  Illinois. 
Illinois  7%  higher  than  Indiana. 
Illinois  16%  higher  than  Iowa. 
Iowa  14%  lower  than  Illinois. 

7         2         B 
Household  goods. 

Indiana  111}<£%  higher  than  Illinois. 
Illinois  53%  lower  than  Indiana. 
Illinois  16%  higher  than  Iowa. 
Iowa  14%  lower  than  Illinois. 

7         6         B 
Cement   window  caps,   sills,  chimney  tops  and  similar  articles  for  building 

purposes. 

Indiana  26>£%  lower  than  Illinois. 
Illinois  36%  higher  than  Indiana. 
Illinois  16%  higher  than  Iowa. 
Iowa  14%  lower  than  Illinois. 
7         3         A 
Refrigerators. 

Indiana  69%  higher  than  Illinois. 
Illinois  41%  lower  than  Indiana. 
Illinois  same  as  Iowa. 


248 

7  4         B 
Screens  (wire)  door  and  window. 

Indiana  16>£%  higher  than  Illinois. 
Illinois  14%  lower  than  Indiana. 
Illinois  16%  higher  than  Iowa. 
Iowa  14%  lower  than  Illinois. 

855 

Bottle  wrappers,  boiler  compound,  boiler  covering,  cement,  wire  and  nails. 
Indiana  15%  higher  than  Illinois. 
Illinois  13%  lower  than  Indiana. 
Illinois  II1.,  %  lower  than  Iowa. 
Iowa  13%  higher  than  Illinois. 

833 

Boxes,  empty  wooden. 

Indiana  108%  higher  than  Illinois.  » 

Illinois  48%  lower  than  Indiana. 
Illinois  48  \.2  %  lower  than  Iowa. 
Iowa  93%  higher  than  Illinois. 

8  5         C 

Potatoes,  sweet.     Telegraph  brackets.  Excelsior,  insulator  pins,  sash  weights, 

etc. 

'Indiana  15%  higher  than  Illinois. 
Illinois  13%  lower  than  Indiana. 
Illinois  9  H%  higher  than  Iowa. 
Iowa  9%  lower  than  Illinois. 

8  5         D 

Rags  pressed  in  bales,  rubber  scrap. 
Indiana  15%    higher  than  Illinois. 
Illinois  13%  lower  than  Indiana. 
Illinois  31  %   higher  than  Iowa. 
Iowa  23,1<2%  lower  than  Illinois. 

9  5          5 

Amonia.     Apples  (cider).     Railway  trucks.     Copper  scrap.     Moss,  nursery. 
Indiana  44}.2  %  higher  than  Illinois. 
Illinois  31%  lower  than  Indiana. 
Illinois  29  ^  %  lower  than  Iowa. 
Iowa  42%  higher  than  Illinois. 

943 

Berry  crates  or  boxes. 
Indiana  80%  higher  than  Illinois. 
Illinois  44>2  %  lower  than  Indiana. 
Illinois  59%  lower  than  Iowa. 
Iowa  143%  higher  than  Illinois. 

9  5         C 

Tan  bark.      Reels  for  cable  or  wire  rope.      Corn  husks. 
Indiana  44K2%  higher  than  Illinois. 
Illinois  31%  lower  than  Indiana. 
Illinois  13%  lower  than  Iowa. 
Iowa  14  V,  %  higher  than  Illinois. 

9         6         D 
Scrap  iron,  asphaltum,   brass,  ashes,   barrels,   or  kegs,   scrap  zinc,  charcoal, 

hops,  poles,  leadscrap,  etc. 
Indiana  14%  higher  than  Illinois. 
Illinois  12%  lower  than  Indiana. 
Illinois  4%  higher  than  Iowa. 
Iowa  4%  lower  than  Illinois. 


249 

9         5          D 
Brass  scrap,   calcium  solution,  cement  (paving-),   tar  and  pitch,  cheese  vats, 

foundry  facings,  glue  stock,  etc. 
Indiana  44%$?  higher  than  Illinois. 
Illinois  31$  lower  than  Indiana. 
Illinois  4%  higher  than  Iowa. 
Iowa  4$  lower  than  Illinois. 

9         5         B 

Paper,  building  or  roofing,  etc. 
Indiana  44}.;%  higher  than  Illinois. 
Illinois  31$?  lower  than  Indiana. 
Illinois  25  %  lower  than  Iowa. 
Iowa  33%  %  higher  than  Illinois. 
9         6         Cement  and  Lime. 
Indiana  14$?  higher  than  Illinois. 
Illinois  12$  lower  than  Indiana. 
Illinois  19%$?  higher  than  Iowa. 
Iowa  16%$  lower  than  Illinois. 

9  5         D 
Hay         5         Hay 

Indiana  44%$  higher  than  Illinois. 
Illinois  31$  lower  than  Indiana. 
Illinois  4$  higher  than  Iowa. 
Iowa  4  $  lower  than  Illinois. 

10  5         B 

Flax,  moss  or  straw.     Terre  Cotta. 
Indiana  60%'$  higher  than  Illinois. 
Illinois  38$  lower  than  Indiana. 
Illinois  32%$  lower  than  Iowa. 
Iowa  48%$  higher  than  Illinois. 
10         5         D 

Straw. 

Indiana  60%  $  higher  than  Illinois. 
Illinois  38$  lower  than  Indiana. 
Illinois  6%$  lower  than  Iowa. 
Iowa  6%$  higher  than  Illinois. 

10         6         E 

Stone,  including  crushed.       Brick,  common  or  fire,  zinc,  clay,  N.  O.  S.,  fertil- 
izer, flue  linings,  ice.     Sewer  pipe,  etc. 
Indiana  26%$  higher  than  Illinois. 
Illinois  21$  lower  than  Indiana. 
Illinois  12%$  higher  than  Iowa. 
Iowa  11  $  lower  than  Illinois. 

Lbr.  Trf.          5         5 

Sash  and  doors,  glazed  with  common  window  glass. 
Indiana  23$  higher  than  Illinois. 
Illinois  19  $  lower  than  Indiana. 
Illinois  17$  lower  than  Iowa. 
Iowa  21  $  higher  than  Illinois. 

Lumber. 

Indiana  3$  lower  than  Illinois. 
Illinois  3$  higher  than  Indiana. 
Illinois  30%$  higher  than  Iowa. 
Iowa  23%  $  lower  than  Illinois. 

Wheat        6        Wheat 
Indiana  7  $  lower  than  Illinois. 
Illinois  8$  higher  than  Indiana. 
Illinois  6$  higher  than  Iowa. 
Iowa  5%$  lower  than  Illinois. 


250 

Corn         6         Corn 
Indiana  2%%  higher  than  Illinois. 
Illinois  2%  lower  than  Indiana. 
Illinois  15  %%  higher  than  Iowa. 
Iowa  13% %  lower  than  Illinois. 
Wheat  tariff         5         5 

Apples,  green. 

Indiana  18  %  higher  than  Illinois. 
Illinois  15%%  lower  than  Indiana. 
Illinois  13%%  lower  than  Iowa. 
Iowa  15%  #>  higher  than  Illinois. 

Wheat  tariff        4        5 
Green  vegetables    except  celery. 
Indiana  47%  higher  than  Illinois. 
Illinois  32%  lower  than  Indiana. 
Illinois  13% '%  lower  than  Iowa. 
Iowa  15 % \%  higher  than  Illinois. 
Wheat  tariff         4         4 

Celery. 

Indiana  47%  higher  than  Illinois. 
Illinois  32%  lower  than  Indiana. 
Illinois  36%  lower  than  Iowa. 
Iowa  55%%  higher  than  Illinois. 

Wheat         5         C 

Winter  vegetables,  including  Irish  potatoes 
Indiana  18%  higher  than  Illinois. 
Illinois  15%%  lower  than  Indiana. 
Illinois  7%  higher  than  Iowa. 
Iowa  6%%  lower  than  Illinois. 
Wheat        4        C 

Melons. 

Indiana  47%  higher  than  Illinois. 
Illinois  32%  lower  than  Indiana. 
Illinois  7  %  higher  than  Iowa. 
Iowa  6.%%  lower  than  Illinois. 

Corn  tariff         6         B 
Bran,  chop  feed,  ship  stuff,  shorts. 
Indiana  2%%  higher  than  Illinois. 
Illinois  2%  lower  than  Indiana. 
Illinois  16%%  lower  than  Iowa. 
Iowa  20%  higher  than  Illinois. 

Horses  ahd  mules. 
Indiana  125%  higher  than  Illinois. 
Illinois  55,%%  lower  than  Indiana. 
Illinois  18%  lower  than  Iowa. 
Iowa  22%  higher  than  Illinois. 

Cattle. 

Indiana  9%  higher  than  Illinois. 
Illinois  8%  %  lower  than  Indiana. 
Illinois  19%  lower  than  Iowa. 
Iowa  23%%  higher  than  Illinois. 

Hogs. 

Indiana  17%%  lower  than  Illinois. 
Illinois  21%%  higher  than  Indiana. 
Illinois  11%  higher  than  Iowa. 
Iowa  9%%  lower  than  Illinois. 

Sheep. 

Indiana  26%  lower  than  Illinois. 
Illinois  35%%  higher  than  Indiana. 
Illinois  14%%  lower  than  Iowa. 
Iowa  16%%  higher  than  Illinois. 


251 


EXHIBIT  I. 

Order  of  Rate  Combinations:     Illinois,  1st,   Official,  2d;  Iowa,  3d. 
6,  Illinois;  5,  Indiana,  "Official  Classification" ;  a,  Iowa. 


ARTICLES. 
Car  Loads. 

B 
P 

Illinois  present 
rates  

o'B" 

D  O 

3!" 

$ 

1 

O 

Indiana  lines  aver- 
age rates  

0 

* 

P 

0 
hrj 
> 

3 
5' 

1 

n 

i? 

3W 
Ijo 
3'  3' 

;s 

:  3 

6—  5-  a 
AGRICULTURAL    IMPLEMENTS,   VE- 
.  HICLES  AND  PARTS  THEREOF. 

Barrel  carts,  set  up  on  wheels.     .  .. 

Barrel  carts,  K.  D.  flat  

Beet  harvesters,  min   20,0001bs  
Bulky  and  light  implements,  min.  20,  - 

ooo'ibs  :  

Clover  hullers,  combined  corn  huskers 
and  ensilage  cutters,   corn  huskers, 
corn  crushers,   power  corn  shellers, 
separators  or  Threshers,  min.  20,000 
Ibs 

Corn  huskers,  combined  corn  huskers, 
ensilage  and  feed  cutters  and  corn 
shellers,  sufficiently  K.  D.  to  be  load- 
ed in  box  cars,  but  carried  mounted 
on  wheels  for  convenience  of  carriers, 
min.  20,  000  Ibs 

Corn  harvesters,  min  20,000  Ibs  
Combined  corn  harvester  and  shocker, 
min.  20  000  Ibs 

Combined  corn  harvester  and  shocker, 
min.  20.0CO  Ibs 

5 

4  7 

3  76 

4  9 

5 

4 

4 

Corn  planters,  urn.  20,000  Ibs  

25 

7.52 

6.02 

6.7 

6 

5.5 

7 

Corn  shellers,  hand,  min.  20,000  Ibs  
Corn   shellers,   K.    D.  (tables,   wheels 
and  cranks  removed),  min.  20,000  Ibs. 
Cotton  picking  machines,  wheels  on  or 
oK,  other  detachable  parts  removed, 
min.  20.  000  Ibs     ... 

50 
100 
150 
200 
250 
300 

9.64 
12.45 
14.48 
15  98 
16,92 
17  86 

7.72 
9.96 
11.59 
12.79 
13.54 
14  29 

8.6 
10.5 
11.6 
12.8 
14-8 
16  7 

7.05 
9  ' 
12.5 
15.9    . 
19.2 
22.5 

7.5 
9 
10.5 
12 
13.5 
14.5 

8 
13 
15 
18 
20 
22 

Cotton  planters,  min.  20,000  Ibs  
Cultivators  (iron  or  wood),  min.  20,  000 
Ibs 

350 
400 

19.27 
20.12 

15.42 
16.10 

2r, 

27.5 

15.5 
17 

23 
25 

Drills,  corn  and  grain,  min.  20.000  Ibs.. 
Drills,  field  roller,  rnin.  20.000  Ibs  
Drills,  seed  (seeders),  N.  O.  S.,  includ- 
ing two-horse  grain  drills  and  broad- 
cast sowers  (sowing  attachment  for 
farm  wagon),  min.  20,000  Ibs  
Engines,  farm,  portable,  min.  20,  000  Ibs. 
Engines,  traction,  min.  20,  000  Ibs. 

Engines,  tenders  for  traction  engines, 
taken    apart,    wheels   and  poles  de- 
tached, actual  weight,  min.  20,  000  Ibs. 
Evaporators,  sugar,  min.  20,000  Ibs  
Grain  heading  machines,  K.  D.,  min. 
20,  000  Ibs. 

Harrows,  coulter,  or  disc  or  combined 
disc  harrows  and  seeders,  min.  20,  000 
Ibs  . 

Harrow  frames,  without  teeth,  K.  D., 
in  bundles,  min.  20,000  Ibs 

Harvesting  machines  (self  binding  har- 
vesters), min.  20,  000  Ibs  
Hay  carriers  and  hay  carrier  returners, 
20.  000  Ibs.. 

252 


Exhibit  I — Continued. 


ARTICLES. 

K 

o" 
« 

Illinois  present 
rates  

o'B' 
3  2. 

Cfi 

1 

3 

a 

C 

o 

Indiana  lines  aver- 
age rates  

\ 

O 

^ 

> 

3 

g 
k> 

8T 

T) 
1  P 

3  PC 

5'  50 
3'  5' 

T| 

;    3 

Agricultural  Implements,    Vehicles,  Etc. 
—Concluded. 

Hay  carrier  track,  in  bdls.,  min.  20,000 
Ibs.. 

5 
25 
50 
100 
150 
200 
250 
300 
350 
400 

4.7 
7.52 
9.64 
12.45 
14.48 
15.98 
16.92 
17.86 
19.27 
20.12 

3.76 
6.02 
7.72 
9.96 
11.59 
12.79 
13.54 
14.29 
15.42 
16.10 

4.9 
6.7 
8.6 
10.5 
11.6 
12.8 
14.8 
16.7 

5 
6 
7.05 
9 
12.5 
15.9 
19.2 
22.5 
25 
27.5 

4 

5.5 
7.5 
9 
10.5 
12 
13.5 
14.5 
15.5 
17 

4 

7 
8 
13 
15 
18 
20 
22 
23 
25 

Hay  forks,  min.  20,000  Ibs  
Hay  or  straw  stackers  or  rickers,  hay 
loaders  and  sweep  rakes,  K.  D.,  flat, 
tied  in  bundles,  wheels  racked,  min. 
20  COO  Ibs 

Hay  pulleys,  in  boxes  or  barrels,  min. 
20,000  Ibs                

Hay  racks,  in  bundles,  min.  20,000  Ibs.. 
Hay  slings,  min.  20.000  Ibs  

Hay  tedders,  min.  20,000  Ibs 

Hoes,  rotary  (horse  power),  min.  20,000 
Ibs..                                         

Horse  powers,  tread  and  sweep,  min. 
20,  000  Ibs.                                

Horse  rakes,  iron,  N.  O.  S.,  or  wood, 
min.  20,000  Ibs  

Horse  rakes,  sulky,  min.  20,  000  Ibs  
Manure  and  fertilizer  spreaders,  rnin. 
20  000  Ibs                     ..            ... 

Mills,  cane,  min.  20,0001bs  

Mills,  cob  and  combined  corn  and  cob, 
min.  20  000  Ibs 

M  owers,  lawn     

Mower  knife  grinders  and  disc  sharp- 

Pea  hullers.  min  .  20,  000  Ibs  

Plows,  gang,  sulky,  rotary  and  walking 
wheeled,  min.  20,  000  Ibs  
Plows,  listing,  riding,  min.  20,000  Ibs.. 
Plows,  listing,  walking,  min.  20,  000  Ibs. 
Plows   walking,  min.  20,000  Ibs 

Potato  diggers,    wheeled,   min.  20,000 
Ibs..                                    

Potato  planters  taken  apart,  wheels  on 
or  off,  small  parts  tied  in  bundles, 
min  20  000  Ibs    * 

Presses    hay    min  20  000  Ibs 

Presses,  hay,  and  wire  hay  bale  ties..  .. 
NOTE—  No  mixed  C.  L.  rating  in  the 
Official  and  West  classifications. 
Reapers    min.  20,000  Ibs                      

Rollers,  field,  min.  2C,  000  Ibs  
Sage  brush  grubbers,  min.  20,000  Ibs..  .. 
Stalk  cutters    min  20  000  Ibs 

Tobacco  transplanters,  min.  20,000  Ibs.  . 
Tree  diggers   min.  20,  000  Ibs        .       .   .. 

Wagons,  tank  (tor  farm  engines),  taken 
apart   loaded  in  box  cars 

\Vagons    farm 

Wind  mills,  wind  mill  pumps,  pump 
cylinders,    and  pipe  for  connecting 
pump  heads  and  cylinders,  wind  mill 
towers,  angle  iron,  and  timber  pre- 
pared   for    wind    mill   towers,    min. 
20,000lbs*         

NOTE  —  Shipments  of  pipe  for  connect- 
ing pump  heads  and  cylinders  must 
not   exceed    one-third    of   the   total 
weight  on  pumps  and  pipe. 
Wire    binding   for  harvesters 

*  Official  classification  min.  weight  24,000  Ibs.    When  wind  mill  pumps  are  included  the 
min.  weight  in  Iowa  classification  is  24,000  Ibs. 


253 


Exhibit  I—  Continued. 


ARTICLES. 

g 
F 

si 
f& 

e 

B 

Illinois  20'.'  reduc- 
tion   

Indiana  lines  aver- 
age rates  

| 

(D 

0 
> 

3_ 
5" 

flT 

Pa.  R.R.in  Penn. 
—main  line  

AGRICULTURAL  IMPLEMENTS,  PARTS 
OF,  O.  R.  B.,  C.  AND  RUST,  OR  REL. 

All  parts,  N.  O.  S..  min.  20.000  Ibs  
Band  cutter  and  self  feeder,  min.  20,000 
Ibs 

Binder  trucks,  min.  20,000  Ibs  

Binding  attachment  for  harvesting  ma- 
chines, boxed  or  crated,  min.  20.0CO 
Ibs  

Bundle  carriers,  in  bundles,  min  20,000 
Ibs  .   .. 

Check  rowers,  min.  20,000  Ibs 

Check  rower  wire    min   20  000  Ibs 

Clevises,  min.  20,000  Ibs 

Draper  sticks  or  apron  slats,  and  reel 
sticks  (for  reapers  and  harvesting  ma- 
chines), min.  20,000  Ibs 

Iron  master  or  bull  wheels,  min.  20,000 
Ibs  . 

iron  castings  (cast  iron   parts  of  agri- 
cultural implements),  N.  O.  S.,  min. 
20,  COO  Ibs 

Iron  seats  for  agricultural  implements, 
min.  20,  000  Ibs 

Knives,    mower  or  reaper,  min.  20,000 
IDS..                  

Spring  keys  or  cotters,  min.  20,0001^.. 
Stell  cutter  bars.  min.  20.000  Ibs 

Section  grinders,  min.  20,  000  Ibs  
Sweep  bars  or  levers,  min.  20,000  Ibs.  .. 
Threshing  machine  teeth,  min.  20,000 
Ibs.. 

5 
25 
50 
100 

4.7 
7.52 
9.61 
12  45 

3.76 
6.02 

7.72 
9  96 

4.9 
6.7 
8.6 
10  5 

5 
6 
7.05 
9 

4 
5.5 
7.5 
9 

4 

7 
8 
13 

Doubletrees,    equalizers,    neck  yokes, 
singletrees  whiffletrees,  in  the  white 
(not   further   finished   than    dipped, 
primed  or  shellacked),  ironed  

150 
200 
250 
300 

14  48 
15.98 
16.92 
17.86 

11.59 
12.79 
13.54 
14.29 

11.6 
12.8 
14.8 
16.7 

12.5 
15.9 
19.2 
22.5 

10.5 
12 
13.5 
14.5 

15 
18 
20 
22 

Plow  points  and  handles    

350 

19.27 

15.42 

25 

15.5 

23 

Sprinkling  wagons    

400 

20.12 

16  10 

27  5 

17 

25 

Vehicles,  freight.  N.  O.  S.,  also  parts 
thereof  

VEHICLES,   PARTS  OF—  WAGON,  CAR- 
RIAGE AND  PLOW  MATERIAL. 

Axles  (iron  or  wood)  
Bows,  brakes. 

Doubletrees.  .  . 

Felloes..  . 

Hubs       .   . 

Neck  yokes  
Shafts,  singletrees,  spokes. 

.Springs 

Thimble  skeins,  tongues.  
Wagon  and  plow  malleable  castings.  .. 
Wagon,  sled  and  sleigh  wood... 

• 

Wind  mills,  K.  D  

MACHINERY,   ETC. 

Boilers,  N.  O.  S  ,  loaded  in  box  cars  .  .. 
Boilers,  N.  O.  S.,  requiring  flat  or  gon- 
dola cars.  
Elevator  buckets,  tin,  nested,  in  pack- 
ages 

Elevator  buckets,  iron  or  steel,  nested, 
in  packages  .., 

254 

Exhibit  I — Continued. 


ARTICLES. 

g 
1 

Illinois  present 
rates  

o'B" 
a  o 
* 

1 
1 

0 

Indiana  lines  aver- 
age rates  

0* 

$3 

r 

0 
^ 
> 

3 
ET 

g 

£L 
nT 

i? 

3» 

as  - 
3» 

B'o 

rsf 

;  a 

Machinery,  Etc.—  Concluded. 

Engines   and   boilers,   loaded    in  box 
cars  

Engines  and  boilers,  requiring  flat  or 
gondola  car 

. 

Engines,  gas  or  gasoline 

Engines,  hoisting  

Engines,  Portable,  loaded  in  box  cars, 
actual  weight. 

% 

Engines,    portable,    on  wheels,  or  on 
skids,  requiring  flat  or  gondola  car, 
min.  5,000  Ibs.  each,  actual  weight  to 
be  charged  for  if  in  excess  of  the  min. 
Engines,  portable.. 

> 

Engines,  stationary  

Excavators  and  pond  or  road  scrapers, 
on  wheels,  S.  U  

Excavators  and  pond  or  road  scrapers, 
wheels  detached  

Excavators  and  pond  or  road  scrapers, 
without  wheels,  S.  U  

Excavators  and  pond  or  road  scrapers, 
without  wheels,  K.  D 

Excavators  and  pond  or  road  scrapers.. 
Governors,  steam,  boxed 

Heaters,  steam  jacket 

Locomotive  cylineer  castings  
Pulleys,  iron 

5 

4  7 

3  76 

4  9 

5 

4 

4 

Spring  cotters  or  spring  keys,  iron,  in 
boxes,  kegs  or  bbls 

25 
50 

7.52 
9  84 

6.02 
7  72 

6.7 
8  6 

6 
7  5 

5.5 

7  05 

7 
8 

AVheels,  water,  iron    N.  D  S. 

100 

12  45 

9  96 

10  5 

9 

q 

13 

Wire,  binding,  or  wire  ties... 

150 

14  48 

11  59 

11  6 

12  5 

10  5 

15 

Machines  and  machinery,  N.  O.  S  
Meat  cutters  

200 
250 

15.98 
16  92 

12.79 
13,  54 

12.8 
14  8 

15.9 
19  2 

12 
13  5 

18 
20 

Millstones,  finished  . 

300 

17  86 

14  29 

16  7 

22  5 

14  5 

22 

Millstones,  in  rough  

350 

19  27 

15  42 

25 

15  5 

23 

Millstones  

400 

20  12 

16  10 

27  5 

17 

25 

Oil  well  supplies,  consisting  of  auger 
stems,  belts,  brake  bands,  brake  lev- 
ers, -bull     wheels     (wood),      casing 
heads,    drilling    tools,    jars,    joints, 
reamers,  rig  iron,  rope  sockets,  sand 
pumps,  sand  reels,  sinker  bars,  suck- 
er rods,  temper  screws,  tongues  and 
wrenches  

Presses,  cider  .... 

Presses,  cider,  weighing  two  tons  and 
over  to  each  complete  press,  K.  D  .  .. 
Presses,  cotton,  K.  D.. 

Presses,  printing 

Pulleys,  wood  .          .      . 

Pumps,  chain  or  (belting)  

Pumps  or  pump  cylinders,  iron 

Pumps,  steam,  iron 

Purifiers,  .water  

Reels,  centrifugal  or  scalping 

Road  graders,  on  wheels,  S.  U  
Road  graders,  wheels  detached  
Road  graders,  without  wheels,  S.  U  
Road  graders,  without  wheels,  K.  D... 
Rollers,  road,  iron  

Rollers,  road,  steam,  min.,  10,000  Ibs. 
each  

Sand  screens. 

Screens,  coal,  foundry  or  sand  

Stump  pullers..  . 

255 
Exhibit  1 — Continued. 


ARTICLES. 

>» 
| 

? 

Illinois  present 
rates  

if 

•      V. 

I  § 

;  1 

:  9 

Indiana  lines  aver- 
age rates  

o 
$ 
P) 

0 

> 

3 

5' 

§ 

ft 

*0 
1  P 

3*3 

&» 

Ufa' 
»TJ 
:  » 

•   a 

;  D 

Tariff.-2-Tariff. 
Horses  and  mules 

5 

5  5 

4  4 

9  8 

5.37 

7.5 

6 

23 

50 
100 

r.o 

200 
250 

xro 

?50 

7.1 
8.5 
10.4 
11.8 
13.3 
14  7 
16.  1 
17  3 

.).  i 
6.8 
8.32 
9.44 
10.64 
11.76 
12.88 
13  84 

13.4 

17.9 
24.4 
27.3 
29.9 
33.7 
37.7 

6.87 
8.75 
12.5 
15 
17.5 
19  37 
21.25 
23 

7.5 
11.5 
22 
25 
28.5 
32 
34 
36 

10 
18 
25 
32 
40 
45 
51 
55 

Trf.-5-Trf. 
Cattle 

4CO 
5 

18.1 

14.48 
4 

4.9 

24.75 
5.13 

37.5 
4 

58 
4 

27) 

r,o 

100 
150 
2CO 
250 
300 
350 

fi  Ti 
7.7 
9.5 
10.8 
12.1 
13.4 
14.7 
15  7 

5.2 
6  2 
7  6 
8.H4 
9.68 
10.72 
11.76 
12  56 

6.7 
8.6 
10.5 
11.6 
12.8 
14.8 
16.7 

6.71 
8.68 
11.32 
13.42 
15.53 
17.89 
20.26 
21  58 

5.5 
7.5 
9 
10.5 
12 
13.5 
14.5 
15.5 

7 
8 
13 
15 
18 
20 
22 
23 

Trf.-5-Trf. 
Hogs..  .     .                   .                   .... 

400 
5 

16.5 
5.5 

13.2 
4.4 

4.9 

22.89 
5.67 

17 
4 

25 

4th 
5 

25 
50 
KO 
150 
200 
250 
300 
350 
400 

8 
10 
13 
14.7 
16.  r, 
17.2 
18 
19.2 
?0 

6.4 
8 
10.4 
11.76 
13.2 
13.76 
14.4 
15.36 
16 

6.7 
8.6 
10.5 
11.6 

12.8 
14.8 
16.7 

7 
8.67 
10.96 
12.8 
14.8 
16.9 
19 
19.62 
21 

5.5 
7.5 
9 
10.5 
12 
13.5 
14.5 
15.5 
17 

8 
9 
14 
18 
23 
25 
26 
29 
30 

Trf.-5-Trf. 
Sheep     .  ..         

6 

4.8 

4.9 

8.4 

4 

3d 
5 

Trf.-6-Trf. 
Lumber 

25 
50 
100 
150 
-    200 
250 
300 
350 
400 

5 

8.4 
10.6 
14.4 
17.1 
18.3 
19.2 
£0 
21.2 
22 

3  6 

6.7U 
8.5 
11.52 
13.68 
14.64 
15.36 
16 
16.96 
17  6 

2  88 

6.7 
8.6 
10.5 
11.6 
12.8 
14.8 
16.7 

3.6 

10 
12 
16 
19 
22 
23  9 
25.9 
28.3 
30.3 

3.5 

5.5 
7.5 
9 
10.5 
12 
13.5 
14.5 
15.5 
17 

3 

10 
14 
20 
25 
32 
35 
H8 
39 
42 

4 

25 
50 
100 
150 
200 
2W 
300 
X50 
400 

5.1 
6.3 

8.68 
10 
10.98 
11.88 
12.7 
13.14 
13.5 

4.08 
5.04 
6.9') 
8 
8.79 
9.51 
10.16 
10.52 
10.8 

5.4 
7 
8.6 
9.1 
9.9 
11.4 
12.3 

4.14 
4.9 
6.3 
7.4 
8.4 
9.45 
10.5 
11.55 
12.6 

4.5 
6.5 
8 
8.5 
9.5 
10.5 
11.5 
13 
14 

6 
8 
12 
13 
16 
17 
18 
19 
20 

256 
Exhibit  I — Concluded. 


s 

'2  — 

~5 

.-B1 

O 

0 

2? 

nT 

S-3 

5'  5* 

7Q  *ft 

2 

>lj 

J. 

CD 

•* 

3  O 
.    5- 

si 

RD 

^ 

!.- 

ARTICLES. 

•0 

!« 

gs 

3 

£* 

?3 

re 

3 

n 

5" 

5'  5" 

:  a 

.      £3 

co 

•  fp 

[1 

!     <T> 

1 

•    3 

9-6-Trf. 

Cement  lime      .  .. 

5 

3  29 

2  64 

3  6 

3  25 

3 

3  75 

25 

4.46 

3.57 

5.4 

3^81 

4.5 

>,  5" 

50 

5.45 

4  36 

7 

4.51 

6.5 

§6.5 

100 

705 

5.64 

8.6 

5.85 

8 

o  9 

150 

8.46 

6.77 

9.1 

6  85 

8.5 

^10.5 

200 

9.4 

7.52 

9.9 

7.8 

9.5 

Gil.  75 

250 

10.  Hi 

8.28 

11.4 

8.8 

10.5 

12  ^ 

300 

11.04 

8.84 

12.3 

9.75 

11.5 

§14' 

350 

11.92 

9.54 

10.75 

13 

U15.25 

400 

12.55 

10  04 

11.7 

14 

16.25 

257 


EXHIBIT  II. 

Order  of  Rate  Combinations:   'Illinois,  1st;  Official,  2d\  Iowa,  3d. 
ft,  Illinois;  5,  Indiana,  "Official  Classification-';  a,  Iowa. 


2 

g 

g 

M 

6 

o 

* 

£    ' 

H 

5'  3' 

DC 

ri>  5' 

P 

? 

\  ? 

ARTICLES. 

«55' 

3  v 

> 

S.' 

t? 

•     Ir? 

fC  £lt 

£3 

• 

Car  loads. 

'  :  3 

cn 

5' 

ffS" 

ft  ^ 

o 

*     O* 

pa 

s 

C 

< 

•1 

•  a 

7 

1 

6—2—1 

Trunks,  empty,  released  

5 

4.7 

3.76 

9.8 

14 

7.5 

6 

25 

7.52 

6.0.' 

13.4 

17 

7.5 

10 

50 

9.64 

7.72 

17.9 

20 

11.5 

18 

100 

12.45 

9.% 

24.4 

24 

22 

25 

150 

14.48 

11.59 

27.3 

32 

25 

32 

200 

lr>.98 

12.79 

29.8 

40 

28.5 

40 

250 

16.92 

13.54 

33.7 

48 

32 

45 

300 

17.86 

14.29 

37.7 

56 

34 

51 

350 

19  27 

15.42 

58.5 

36 

55 

400 

20.12 

16.1 

61 

37.5 

58 

6-2-2 

Wool 

5 

4  7 

3  76 

9  8 

11  9 

7  5 

6 

25 

7.52 

6.02 

13^4 

14J5 

7.5 

10 

50 

9.64 

7.72 

17.9 

17 

11.5 

18 

100 

12.45 

9.96 

24  4 

20.4 

22 

25 

150 

14.48 

11.59 

27.3 

25.3 

25 

32 

200 

15.98 

12.79 

29.8 

30.2 

28.5 

40 

250 

16.92 

13.54 

33.7 

35.1 

32 

45 

300 

17.86 

14.29 

37 

40 

34 

51 

350 

19  27 

15  42 

42  5 

36 

55 

400 

20  12 

16.1 

45 

37.5 

58 

6-2-4 

Poultry,  live  ,  

5 

4.7 

3.76 

9.8 

7 

7.5 

6 

25 

7.h2 

6.02 

13.4 

8.5 

7  5 

10 

50 

9.64 

7.72 

17.9 

10 

11.5 

18 

100 

12.45 

9.96 

24.4 

12 

22 

25 

150 

14.48 

11.59 

27  3 

15.3 

25 

32 

200 

15.98 

12.79 

29.8 

18.6 

28.5 

40 

250 

16.92 

13.54 

33.7 

21.8 

32 

45 

300 

17.86 

14.29 

37 

25 

34 

51 

350 

19.27 

15.42 

27.5 

36 

55 

400 

20.12 

16.1 

30 

37.5 

58 

6—3—2 

Counters  and  shelving  for  offices  and 

5 

4.7 

3.76 

8.4 

11.9 

7 

5 

stores 

25 

7  52 

6  02 

11  1 

14  45 

7  5 

10 

Condensed  coffee  

50 

9.64 

7.72 

15.3 

17 

10.5 

14 

Hay  racks,  iron 

100 

12  45 

9  96 

20  4 

20  4 

19 

20 

150 

14.48 

11.59 

21  6 

25.3 

20 

25 

200 

15.98 

12.79 

23 

30  2 

22 

32 

2.'0 

16  9° 

13.54 

2n.2 

35.1 

23.5 

35 

300 

17.86 

14.29 

28.3 

40 

25 

38 

3:0 

19  2- 

15  42 

42.5 

27 

39 

400 

20.12 

16.1 

45 

28.5 

42 

6-3-3 

Beds,  brass  

5 

4  7 

3.76 

8.4 

9.34 

7 

5 

Coffee  extract  or  essence  

25 

7.52 

6.02 

11.1 

11.34 

7  5 

10 

50 

9.64 

7.72 

15.3 

13.34 

10.5 

14 

100 

12.45 

9.96 

20.4 

16 

19 

20 

150 

14.48 

11.59 

21.6 

19.5 

20 

25 

200 

15.98 

12.79 

23 

23 

22 

32 

2hO 

16.92 

13.54 

25.2 

26.5 

23.5 

35 

300 

17.86 

14.29 

28.3 

30 

9" 

38 

350 

19.27 

15.42 

82.  5 

27 

39 

400 

20.12 

16.1 

35 

28.5 

42 

—17  E  W 


258 


Exhibit  //—Continued. 


ARTICLES. 
Car  Loads. 

£ 
ST 

en 

Illinois  present 
rates  :  

sf 

£30 
•    co 

il 

!i 

:    • 

Indiana  lines  aver- 
age rates  

P 

o 

^ 
> 

5' 

B 
| 

i? 

3?o 
5'* 
£5' 

<T>  HQ 

:  a 

•  a 

'•  ? 

6-4-A 
Twine,  binding,  for  harvesters  in  bales. 
Doubletrees,    equalizers,    neck  yokes, 
singletrees  and  whiffletrees,  finished. 
Boiler  cleansing  compound  in  cans  and 
dry,  N.  O.  S. 

5 

25 
50 

100 

4.7 
7.52 
9.64 
12  45 

3.76 
6.02 

7.72 
9  96 

6.8 
8.8 
10.9 
13  6 

5 
6 
7.05 
9 

^ 

i 

8.5 
12  5 

5 
8 
9 
14 

Steam  'inspection  cars,  street  cars  and 
motors  combined 

150 
200 

14.48 
15  98 

11.59 
12  79 

14.4 
15  6 

12.5 
15  9 

13.5 
15 

18 
23 

Fire  apparatus  and  fire  engines  
Chair  seats,  perforated 

250 
300 

16.92 
17  86 

13.54 
14  29 

17.4 

19  7 

19.2 
22  5 

16 
17 

25 

26 

Snow  sweepers 

350 

19  27 

15  42 

25 

18  5 

29 

Wagon  &  carriage  .  .. 

400 

20  12 

16  1 

27  5 

19  5 

30 

Wheels,  wooden 

6-3-4 
Beds,  iron. 

5 

4  7 

3  76 

8  4 

7 

7 

5 

Ladders,  wooden. 

'.  •") 

7  5° 

6  02 

11  1 

8  5 

7  5 

10 

Ladders,  step 

50 

9  H4 

7  72 

15  3 

10 

10  5 

14 

Acids,  Iqd.  in  glass    

100 

12  45 

9  96 

20  4 

12 

19 

20 

Measures   iron. 

150 

14  48 

11  59 

21  6 

15  3 

20 

25 

200 
250 
300 
350 

15.98 
16.92 
17.86 
19  27 

12.79 
13.54 
14.29 
15  42 

23 
25.2 
28.3 

18.6 
21.8 
25 
27  5 

22 
23.5 
25 

27 

32 
35 
38 
39 

6—4—3 
Paper  pails  or  boxes  
Tables,  K.  D  

400 

5 

25 

20.12 

4.7 

7  52 

16  1 

3.76 
6  02 

6.8 
8  8 

30 

9.34 
11  34 

28.5 

6 

7 

42 

5 

g 

50 

100 
1.0 
200 
250 
300 
350 

9.64 
12  4.-> 
14.48 
15.98 
16.92 
17.86 
19  27 

7.72 
9.96 
11.59 
12.79 
13.54 
14.29 
15  42 

10.9 
13.6 
14.4 
15.6 
17.4 
19.7 

13.34 
16 
19.5 
23 
26.5 
30 
32  5 

8.5 
12.5 
13.5 
15 
16 
17 
18  5 

9 
14 
18 
23 
25 
26 
29 

6-4-4 
Chair  seats,  cane 

400 
5 

20.12 
4  7 

16.1 

3  76 

6  8 

35 

7 

19.5 
6 

30 

-  5 

Paper  water  buckets 

25 

7  52 

6  02 

8  8 

8  5 

7 

g 

(Sewing  machine  castings,  frames  and 
woodwork). 

50 
100 

9.64 
12  45 

7.72 
9  96 

10.9 
13  6 

10 
12 

8.5 
12  5 

9 
14 

Firkins  and  kits  

150 

14  48 

11  59 

14  4 

15  3 

13  5 

18 

Pails   wooden.. 

°00 

15  98 

12  79 

15  6 

18  6 

15 

23 

Woodenware  N.  O.  S  
Bone  black. 

250 
300 

16.92 

17  86 

13.54 
14  29 

17.4 

19  7 

21.8 
25 

16 
17 

25 
26 

350 

19  27 

15.42 

27  5 

18  5 

29 

6—4—5 
Bags  and  bagging 

400 
5 

20.12 
4  7 

16.1 
3  76 

6  8 

30 
4  9 

19.5 
6 

30 
5 

Castings  N.  O.  S. 

25 

7  52 

6  02 

8  8 

5  95 

7 

g 

Wire  rope 

50 

9  64 

7  72 

10  9 

7 

8  5 

9 

Washing  compounds,  Iqd  
Can  tops,  tin,  etc  

100 
150 

12.45 
J4  48 

9.96 
11.59 

13.6 
14.4 

8.4 
11.3 

12.5 
13.5 

14 
18 

200 
250 
300 
350 
400 

15.98 
16.92 
17.86 
19.27 
20.12 

12.79 
13.54 
14.29 
15.42 
16.1 

15.6 
17.4 
19.7 

14.2 
17.1 
20 
22.5 
25 

15 
16 
17 

18.5 
19.5 

23 
25 
26 
29 
30 

259 
Exhibit  II — Continued. 


ARTICLES. 
Car  loads. 

3 
1 

Illinois  present 
rates  

Illinois  20?*  reduc- 
tion   

Indiana  lines  aver- 
age rates  

I 

'  W 

0 

a 

> 

3 

5' 

B 

5T 

\? 

3*3 
p  • 
a9s 

S* 
n*0 
:  n 

•    3 

'.    3 

6-5-4 
Acid,  carbolic               .          .   .. 

5 

4  7 

3  76 

4  9 

7 

4 

4 

Acid,  in  carboys  N  O.  S 

25 

7  52 

6  02 

6  7 

8  5 

5  5 

7 

Acid,  in  tank  cars     

50 

9  64 

7  72 

8.6 

10 

7  5 

8 

Babbitt  metal 

100 

12  45 

9  96 

10  5 

12 

9 

13 

Iron  rolls  
Tin,  pig,  bar,  slabs.      ... 

150 
200 

14.48 
15  98 

11.59 
12  79 

11.6 
12,8 

15.3 

18  6 

10.5 
12 

15 

18 

Washboards  

250 

16.92 

13  54 

14.8 

21.8 

13.5 

20 

Barrel  covers,  wooden  
Lawn  mowers. 

300 
350 

17.86 
19  27 

14.29 
15  42 

16.7 

25 
27  5 

14.5 
15  5 

22 
23 

6—6—5 
Cereal  products  or  preparations  N.O. 
S.  in  bulk,  in  sacks  or  bbls    ..   . 

400 

5 
25 

20.12 

4.7 
7'52 

16.1 

3.76 

6  02 

3.6 
5  4 

30 

4.9 
5  95 

17 

3 
4  5 

25 

4 
6 

50 
100 
150 
200 
250 
300 
350 
400 

9.64 
12.45 
14.48 
15.98 
16.92 
17.86 
19.27 
20  12 

7.72 
9.96 
11.59 
12.79 
13.54 
14.29 
15.42 
16  1 

7 
8.6 
9.1 
9.9 
11.4 
12.3 

7 
8.4 
11.3 
14.2 
17.1 
20 
22.5 
25 

6.5 
8 
8.5 
9.5 
10.5 
11.5 
13 
14 

8 
12 
13 
16 
17 
18 
19 
20 

6—5—5 
Coffee,  starch,  soap,  sugar  
Asbestos  cement  
Elevator  buckets. 

Hides,  green  

Bolts,  nuts,  washers. 

Bridge,  iron. 

Kence  posts,  iron              ... 

Hay,  bands 

Epsom  salts  

Tin  plate 

5 

4  7 

3  76 

4  9 

4  9 

4 

4 

Turpentine 

25 

7  59 

6  02 

6  7 

5  95 

5  5 

7 

Washing  crystals  and  powders. 

50 

9  64 

7  72 

8  6 

7 

7  5 

8 

Copperas 

100 

12  45 

9  % 

10  5 

8  4 

9 

13 

Fish,  desiccated 

150 

14  48 

11  59 

11  6 

11  3 

10.5 

15 

Fish  ,  herring  ,  etc  

200 

15  98 

12  79 

12.8 

14  2 

12 

18 

Axles,  locomotive  .   .. 

250 

16  92 

13  54 

14  8 

17  1 

13.5 

20 

Brake  shoes,  iron 

300 

17  86 

14  29 

16  7 

20 

14  5 

92 

Car  wheels  

350 

19  27 

15  42 

22  5 

15.5 

23 

devices        

400 

20  12 

16  1 

25 

17 

25 

Cocks,  iron 

Draw  bars  and  draw  heads  
Pulley  hangers        

Roofing  iron  

Shafting  

Spikes,  railroad 

Paper,  bags  

Paper,  printing        .          ..               .... 

Paper,  wrapping,  printed  

Starch,  grape  sugar,  blue  vitrol    soda, 
silicate  and  sulphate  of.. 

6-5-A 
(Alfalfa,  blue  grass,    lucerne,   clover, 
timothy,  red  top  seed)  
Air  compressers  

5 
25 

50 

4.7 
7.52 
9.64 

3.76 
6  02 
7.72 

4.9 
6.7 
8.6 

5 
6 
7.5 

4 
5.5 
7.5 

4 

7 
8 

Bridge  builders  outfit 

100 

12  45 

9  96 

10  5 

•     9 

9 

13 

Cars—  brick,  mining,  etc  

150 

14.48 

11.59 

11.6 

12.5 

10.5 

15 

200 
250 
300 
350 
400 

15.98 
16.92 
17.86 
19.27 
20.12 

12.79 
IS.  54 
14.29 
15.42 
16.1 

12.8 
14.8 
16.7 



15.9 
19.2 
22.5 
25 
27.5 

12 
13.5 
14.5 
15.5 
17 

18 
20 
22 
23 
25 

260 


Exhibit  II—  Continued. 


ARTICLES. 
Car  loads. 

2 
P 

Illinois  present 
rates  

5'5" 

0  0_ 
•    55' 

!-| 

:  g 

Indiana  lines  aver- 
age rates  

1 

B9 

0 
Sfl 

> 

B 

5' 

i 

H 
? 

i? 

3?c 

S3   • 

B» 
D5' 

n 

'.    3 

7-5-5 
(Asbestos  bldg.  or  roofing  paper)  pipe 
fittings  -.  

5 
25 

4.23 

7.05 

3.39 

5  64 

4.9 
6.7 

4.9 
5.95 

4 
5  5 

4 

7 

Glass,  window  

50 

9  4 

7  52 

8.6 

7 

7  5 

8 

Pipe,  wrought  iron  

100 

11.47 

9.18 

10.5 

8.4 

9 

13 

Iron  railing  
Manilla 

150 
200 

13.16 
14  1 

10.53 
11  28 

11.6 
12  8 

11.3 
14  2 

10.5 
12 

15 

18 

Tanks,  sec.  steel  
Board,  wood  pulp 

250 
300 

15.04 
15  98 

12.04 
12  79 

14.8 
16  7 

17.1 
20 

13.5 
14  5 

20 
22 

Fire  plugs,  iron  
Booths,  election,  K.  D. 

350 
400 

17.39 
18  1 

13  92 
14  48 

22.5 
25 

15.5 
17 

23 

25 

Paper,  wrapping  

7—  5—  A 
Wood  carpet  

5 

4.23 

3.39 

4.9 

5 

4 

4 

Shoveling  boards 

25 

7  05 

5  64 

6  7 

6 

5  5 

7 

Handles,  wooden  
(Balusters,  stair  rails   or  other  turned 
wood,  wooden  )  

50 
100 
150 

9.4 
11.47 
13.16 

7.52 
9.18 
10.53 

8.6 
10.5 
11.6 

7.05 
9 
12.5 

7.5 
9 
10.5 

8 
13 
15 

7—  5—  B 
Stoneware,  strawboard  
Plow  beams,  wooden  

200 
250 
300 
350 
400 

5 
25 

14.1 
15.04 
15  98 
17.39 
18.1 

4.23 
7.5 

11.28 
12.04 
12.79 
13.92 
14  48 

3.39 
5.64 

12.8 
14.8 
16.7 

4.9 
6.7 

15.9 
19.2 
22.5 
25 
27.5 

4.9 
5.95 

12 
13.5 
14.5 
15.5 
17 

4 
5.5 

18 
20 
22 
23 
25 

4 

7 

Egg  carrier  fillers  
Grind  stones  and  frames  
Plow  handles,  wooden 

50 
100 
150 

9.4 
11.47 
13  16 

7.52 
9.18 
10  53 

8.6 
10.5 
11  6 

7 
8.4 
10  7 

7.5 
9 
10  5 

8 
13 
15 

Enameled  brick. 

200 

14  1 

11  28 

12.8 

13 

12 

18 

Fence,  wooden   in  sections. 

250 

15  04 

12  04 

14  8 

15  25 

13  5 

20 

Fire  kindlers,  bxd                   

300 

15  98 

12.79 

16.7 

17.5 

14  5 

99 

Foundry  flasks,  wooden 

350 

17  39 

13  92 

20 

15  5 

23 

Gates,  wooden,  trees  

7—  2—  B 
Household  goods. 

400 

5 

18  1 
4.23 

14.48 
3.39 

9  8 

22.5 
4  9 

17 

7  5 

25 
6 

7-6-B 
Cement  window  caps,  sills,  chimney 
tops  and  similar  articles  for  building 
purposes  

25 

50 
100 
150 
200 
250 
300 
350 
400 

5 
25 
50 

7.05 
9.4 
11.47 
13.16 
14.1 
15.04 
15.98 
17.39 
18.1 

4.23 
7.05 
9.4 

5.64 
7.52 
9.18 
10.53 
11.28 
12.04 
12.79 
13.92 
14.48 

3.39 
5.64 
7.52 

13.4 
17.9 
24.4 
27.3 
29.9 
33.7 
37.7 

3.6 

5.4 

7 

5.95 
7 
8.4 
10.7 
13 
15.25 
17.5 
20 
22.5 

4.9 
5.95 

7 

7.5 
11.5 
22 
25 
28.5 
32 
34 
36 
37.5 

3 
4.5 
6.5 

10 
18 
25 
32 
40 
45 
51 
55 
58 

4 

6 
8 

Crates,  N.  O.  S.,  K.  D 

100 

11  47 

9  18 

8  6 

8  4 

8 

12 

150 
200 
250 
300 
350 
400 

13.16 
14.1 
15.04 
15.98 
17.39 
18.1. 

10.53 
11  28 
12.04 
12.79 
13.92 
14.48 

9.1 
9.9 
11.4 
12.3 

10.7 
13 
15.25 
17.5 
20 
22.5 

8.5 
9.5 
10.5 
11.5 
13 
14 

13 
16 
17 
18 
19 
20 

261 
Exhibit  II—  Concluded. 


ARTICLES. 
Car  Loads. 

2 
1 

Illinois  present 
rates  

O'B" 

3  0_ 
on" 

g 

3 

o> 

g 

Indiana  lines  aver- 
age rates  

cT 
* 

» 

0  ' 
*J 

> 

3 
a' 

J 

nT 

i? 

|PC 

5'po 
aB 

?s 

;  a 

7-3-A 
K  efrigeratora. 

4  23 

3  39 

8  4 

7 

15 

7-4-B 
Screens,  wire  door  or  window  

25 
50 
100 
150 
200 
250 
300 
350 
400 

5 

7.05 
9.4 
11.47 
13.16 
14.1 
15  04 
15.98 
17.39 
18.1 

4.23 

5.64 
7.52 
9.18 
10.53 
11.28 
12.04 
12.79 
13.92 
14.48 

3.39 

11.1 
15  3 
20.4 
21.6 
23 
25.2 
28.3 

6.8 

6 
7.05 
9 
12.5 
15.9 
19.2 
22.5 
25 
27.5 

4  9 

7.5 
10.5 
19 
20 
22 
23.5 
25 
27 
28.5 

6 

10 
14 
20 
25 
32 
35 
38 
39 
42 

5 

25 
50 
100 
150 
200 
250 
300 
350 

7.05 
9.4 
11.47 
13.16 
14.1 
15.04 
15.98 
17  39 

5.64 
7.52 
9.18 
10.53 
1L.28 
12.04 
12.79 
13  92 

8.8 
10.9 
13.6 
14.4 
15.6 
17.4 
19.7 

5.95 
7 
8.4 
10.7 
13 
15.25 
17.5 
20 

7 
8.5 
12.5 
13.5 
15 
16 
17 
18  5 

8 
9 
14 
18 
23 
25 
26 
29 

Lbr.  Trf.-5-5 
Sash  and  doors,  glazed  with  common 
window  glass  

400 

5 
25 

18.1 

3.6 
5  10 

14.48 

2  88 
4  08 

4.9 
6  7 

22.5 

4.9 
5  95 

19.5 

4 

5  5 

30 

4 

7 

50 
100 
150 
200 
250 
300 
a50 

6.30 
8.68 
10 
10.98 
11.88 
12.70 
13.14 

5.04 
6.95 
8 
8.79 
9  51 
10.16 
10  52 

8.6 
10.5 
11.6 
12.8 
14.8 
16.7 

7 
8.4 
11.3 
14.2 
17.1 
20 
22  5 

7.5 
9 
10.5 
12 
13.5 
14.5 
15  5 

8 
13 
15 
18 
20 
22 
23 

400 

13.50 

10.80 

25 

17 

25 

262 


EXHIBIT  III. 

Order  of  Hate  Combinations:     Illinois,  Istj   Official,  2d\  Iowa, 
6',  Illinois;  />.  Indiana,  "Official  Classification",  a,  Iowa. 


ARTICLES. 
Car  Loads. 

g 

I 

Illinois  present 
rates  

o'5' 

3  0_ 

55' 

1 

c 

•     0 

Indiana  iines  aver- 
age rates  

0 

1 

K 

p 

3 
> 

3 

5' 

8 
• 

? 

i? 

3» 

3pc 
5'  5" 

r? 

•    D 

.    3 

8—5—5. 
Bottle  wrappers    

5 

3.76 

3.01 

4.9 

4.9 

4 

4 

Boiler  compound                 

25 

5  64 

4  52 

6.7 

5  95 

5  5 

7 

Boiler  covering,  cement  

50 

6.96 

5.57 

8.6 

7 

7.5 

8 

W^ire  and  nails         .                   .        

100 

8  84 

7.08 

10.5 

8  4 

9 

13 

Sausage  casings  
Horseshoe  nails  
Rivets 

150 
200 
250 

10  62 
12.03 
12  97 

8.50 
9.63 
10  38 

11.6 
12.8 
14  8 

11.3 
14.2 
17  1 

10.5 
12 
13  5 

15 

18 
20 

Staples   

300 

13.91 

11.13 

16.7 

20 

14.5 

22 

Wire  fencing         .      ... 

350 

14  76 

11  81 

22  5 

15  5 

23 

Slate  tiling.  '.  

400 

15.37 

12.3 

25 

17 

25 

8—3—3. 
Boxes,  wooden,  empty,  min.  Indiana, 
12,OOOfi)S.;  min.  Illinois,  20,  000  5>s  .  .  .  . 

8-5-C. 
Potatoes   sweet 

5 
25 
50 
100 
150 
200 
250 
300 
350 
400 

5 

3.76 
5.64 
6.96 
8.84 
10.62 
12.03 
12.97 
13.91 
14.76 
15.37 

3  76 

3.01 
4.52 
5.57 
7.08 
8.50 
9.63 
10.38 
11.13 
11.81 
12.3 

3  01 

8.4 
11.1 
15  3 
20.4 
21.6 
23 
25.2 
28.3 

49 

9.34 
11.34 
13.34 
16 
19.5 
23 
26.5 
30 
32.5 
35 

4  2 

7 
7.5 
10.5 
19 
20 
22 
23.5 
25 
27 
28.5 

4 

5 
10 
14 
20 
25 
32 
35 
38 
39 
42 

4 

Telegraph  brackets 

?5 

5  64 

4  52 

6  7 

5  1 

5  5 

7 

Excelsior  

50 

6  96 

5.57 

8.6 

6 

7.5 

8 

Fencing  (combination  wood  and  wire) 
Insulator  pins 

100 
150 

8.84 
10  62 

7.08 
8  5 

10.5 
11  6 

7.2 
9  2 

9 
10  5 

13 
15 

Sash  weights         .          

200 

12  03 

9  63 

12  8 

11  1 

12 

18 

Marble  tiling 

250 

12  97 

10  38 

14  8 

13  05 

13  5 

20 

Resin  oil  

300 

13  91 

11  13 

16  7 

15 

14.5 

22 

Paints,  dry 

350 

14  76 

11  81 

17  5 

15  5 

23 

Tomato  pulp  

8-5-D. 
Rags,  pressed  in  bales     .... 

400 
5 

15.37 
3  76 

12.3 
3  01 

4  9 

20 
3  5 

17 
4 

25 
4 

Rubber,  scrap 

25 

5  64 

4  52 

6  7 

4  25 

5  5 

50 
100 
150 
200 
250 
300 
350 

6.96 
8.84 
10.62 
12.03 
12.97 
13.91 
14.76 

5.57 
7.08 
8.5 
9.63 
10.38 
11.13 
11.81 

8.6 
10.  E 
11.6 
12.8 
14.8 
16.7 

5 
6 
7.7 
9.39 
10.99 
12.5 
55 

7.5 
9 
10.5 
12 
13.5 
14.5 
15.5 

8 
13 
15 
18 
20 
22 
23 

9-5-B. 
Paper,    building  or  roofing,    in  rolls, 
bundles  or  crates  

400 

5 
25 
50 
100 
150 
200 
250 
300 
WO 

15.37 

3.29 
4.46 
5.45 
7.05 
8.46 
9.40 
10.34 
11.04 
11  92 

12.3 

2.64 
3.57 
4  36 
5.64 
6.77 
7.52 
8.28 
8.84 
9  54 

4.9 
(5.7 
8.6 
10.5 
11.6 
12.8 
14.8 
16.7 

17.5 

4.9 
5.95 
7 
8.4 
10.7 
13 
15.25 
17.5 
20 

17 

4 

5.5 
7.5 

10.5 
12 
13.5 
14.5 
15.5 

25 
4 

13 
15 
18 
20 
22 
23 

400 

12  55 

10.04 

22.5 

17 

25 

263 
Exhibit  III  —  Continued. 

ARTICLES. 
Car  Loads. 

ST 

X 

£f 

ft  0 

fff 

•'  -o 
:  3 
:  % 

:  ° 

5'5" 
3  2. 

•      CO 

3 

D. 

fii 

n  6= 

-,  3 
3  P 

CB  5' 
i  S 
:   » 
.   < 
•   n 
•   M 

5* 

O 

3 
5 

i 

nT 

'.  a 

9—5—5. 
Ammonia  
Apples,  cider 

5 
25 
50 
100 
ISO 
200 
250 
300 
350 
400 

I 

50 
100 
150 
200 
250 
300 
350 
400 

5 
25 
50 

100 

r>o 

200 
250 
300 
350 
400 

5 
25 
50 
100 
150 
200 
250 
300 
350 
400 

5 
25 
50 
100 
150 
200 
250 
300 
350 
400 

5 
25 
50 
100 
150 
200 

300 
350 
400 

3.29 
4.46 
5.45 
7  05 
8.46 
9.40 
10.34 
11.04 
11.92 
12.55 

3.29 
4.46 
5.45 
7.05 
8.46 
9.4 
10.34 
11.04 
11.92 
12.55 

3.29 
4.46 
5.45 
7.05 
8.46 
9.4 
10.34 
11.04 
11.92 
12.55 

3.29 
4.46 
5.45 
7.05 
8.46 
9.4 
10.34 
11.04 
11.92 
12.55 

3.29 
4.46 
5.45 
7.05 
8.46 
9.4 
10.34 
11.04 
11.92 
12.55 

2.96 
4.02 
4.91 
6.34 
7.61 
8.46 
9.31 
9.95 
10.74 
11.03 

2.64 
3.57 
4.26 
5.fi4 
6.77 
7.52 
8.28 
8.84 
9.54 
10.04 

2.64 
3.57 
4.36 
5.64 
6.77 
7.52 
8.28 
8.84 
9.54 
10.04 

2.64 
3.57 
4.36 
5.64 
6.77 
7.52 
8.28 
8.84 
9.54 
10.04 

2.64 
3.57 
4.36 
5.64 
6.77 
7.52 
8.28 
8.84 
9.54 
10.04 

2.64 
3.57 
4.36 
5.64 

6.77 

8^28 
8.84 
9.54 
10.04 

2.37 
3.2'.' 
3.93 
5.08 
6.09 
6.77 
7.45 
7.96 
8.6 
9.04 

4.9 
6.7 
8.6 
10.5 
11.6 
12.8 
14.8 
16.7 

4.9 
5.95 
7 
8.4 
11.3 
H.2 
17.1 
20 
22.5 
25 

9.34 
11.34 
13.34 
16 
19.5 
23 
26.5 
30 
32.5 
35 

4.2 
5.1 
6 
7.2 
9.2 
11.1 
13.05 
15 
17.5 
20 

3.5 
4.25 
5 
6 
7.7 
9.39 
10.99 
12.50 
15 
17.5 

3.5 
4.25 
5 
6 
7.7 
9  39 
10.99 
12.5 
15 
17.5 

4.9 
5.95 
7 
8.4 
10.7 
13 
In.  25 
17.5 
20 
22.5 

4 
5.5 
7.5 

Q 

10.5 
12 
13.5 
14.5 
15.5 
17 

7 
7.5 
10.5 
19 
20 
22 
23.5 
25 
27 
28.5 

4 
5.5 
7.5 
9 
10.5 
12 
13.5 
14.5 
15.5 
17 

3 
4.5 
6.5 
8 
8.5 
9.5 
10.5 
11.5 
13 
14 

4 
5.5 
7.5 
9 
10.5 
12 
13.5 
14.5 
15.5 
17 

4 

55 
7.5 
9 
10.5 
12 
13.5 

14.5 

15.5 
17        1 

4 
7 
8 
13 
15 
18 
20 
22 
23 
25 

5 
10 
14 
20 
25 
32 
35 
38 
39 
42 

4 

7 
8- 
13 
15 
18 
20 
22 
23 
25 

4 

6 
8 
12 
13 
16 
17 
18 
19 
20 

4 
7 
8 
13 
15 
18 
20 
22 
23 
25 

4 

7 
8 
13 
15 
18 
20 
22 
23 
25 

Railway  trucks  
Copper,  scrap       ...        .             ... 

Moss,  nursery  

9—4—3. 
(Berry  crates  or  boxes,  empty  nested.) 
Indiana  min.  12,000  t>s.;  Illinois  min. 
20,000tt>s.     Indiana  100  miles,  $13.60; 
Illinois  100  miles,  $14.10 

6.8 
8.8 
10.9 
13.6 
14.4 
15.6 
17.4 
19.7 

49 
6.7 
8  6 
10.5 
11.6 
12.8 
14.8 
16.7 

9-5-C. 
Tan  bark 

Reels  (for  cable  or  wire  rope)          ..  .. 

Corn  husks 

9—  6—  D. 
Scrap  iron  

3.6 
5.4 
7 
8.6 
9.1 
9.9 
11.4 
12.3 

Asphaltum  

Brass  ashes 

(Barrels  or  kegs,  empty,  old,  tight)  ... 
Bones,  scrap  zinc 

Charcoal  

Gullet  or  broken  glass,  iiuor  spar  
Hoop  poles  

Lead,  scrap  

9-5-D. 
Brass,  scrap     

4.9 
6.7 
8.6 
10.5 
11.  H 
12.8 
14.8 
16.7 

Calcium  solution  

Cement,  paving,  tar  and  pitch  .  . 

Cheese  vats,  K.  D 

Creosote,  in  wood.     .  . 

Foundry  facings 

Gas  tar  

Glue  stock  

Billets,  blooms  and  ingots  . 

10-5-B. 
Flax,  moss  or  straw  

4.9 
6.7 
8.6 
10.5 
11.6 
12.8 
14.8 
16.7 

Terracotta  

Exhibit  ///—Concluded. 


ARTICLES. 
Car  Loads. 

§ 
1 

Illinois  present 
rates  

5'5' 

HO 

•    55' 

1 

1 

c 
? 

Indiana  lines  aver- 
age rates  

o1 

0 

^ 

> 
3 
5' 

1 

i? 

!» 

!"» 

ETa 

r» 

'.  o 

10—  5—  D. 
Straw  . 

"  % 

"  37 

4  9 

3  5 

4 

4 

'•*") 
50 
100 
150 
200 
250 
300 
350 
400 

4  02 
4.91 
6.34 
7.61 
8.46 
9.31 
9.95 
10.74 
11  03 

3  22 
3.93 
5.08 
6.09 
6.77 
7.45 
7.96 
8.6 
9  04 

6.7 
8.6 
10.5 
11.6 
12  8 
14.8 
16.7 



4.25 
5 
6 
7.7 
9.39 
10.99 
12.5 
15 
17  5 

5.5 
7.5 
9 
10.5 
12 
13  5 
14.5 
15.5 
17 

8 
13 
15 
18 
20 
22 
23 
25 

10-6-E. 
Stone,  including  crushed  
Ashes,  wood  
Blood,  dried  . 

5 
25 
50 

2.96 
4.02 
4  91 

2.37 
3.22 
3  93 

3.6 
5.4 

7 

2.8 
3.4 
4 

3 
4.5 
6  5 

4 

6 

g 

Brick,  common  or  fire,  zinc  ore  
Clay,  N.  O.  S.  and  tire    

100 
150 

6.34 
7.61 

5.08 
6  09 

8.6 
9  1 

4.8 
6  4 

8 
8  5 

12 
13 

Fertilizer  

200 

8.46 

6.77 

9.9 

8 

9.5 

16 

Flue  lining's          

250 

9.31 

7.45 

11  4 

9.5 

10.5 

17 

Ice,  phosphate  rock 

300 

9  95 

7  96 

12  3 

11 

11  5 

18 

Sewer  pipe,  sawdust,  shavings  

350 
400 

10.74 
11  03 

8.6 
9  04 

13.5 
16 

13 
14 

19 
20 

EXHIBIT  IV. 

Order  of  Rate  Combinations:     Illinois,  1st;  Official,  2d;  Iowa,  3d. 
6,  Illinois;  5,  Indiana,  "Official  Classification";  a,  Iowa. 


ARTICLES. 
Car  loads. 

P 

Illinois  present 
rate  

5"  3' 
a  o 

on" 

I 

;  | 

!    n 

Indiana  lines  aver- 
age rate  

o" 

0 

* 

> 

3 

5' 

s 

oT 

Pa.  R.  R.  in  Penn. 
—main  line  

Trf.-6-Trf. 
Wheat  and  flour      

5 

4.05 

3.24 

3.6 

4.5 

4 

25 
50 
100 
150 
200 
250 
300 
350 

5.43 
6.76 
8.91 
10.24 
11.58 
12.47 
13.4 
14  17 

4.35 
5.41 
7.13 
8.2 
9.27 
9.98 
10.72 
11  34 

5.4 
7 
8.6 
9  1 
9.9 
11.4 
12.3 

5.3 
6.3 
8.1 
9  5 
10  8 
12.15 
13.53 
14  88 

4.5 
6.5 
8 
8.5 
9.5 
10.5 
11.5 
13 

6 
8 
12 
13 
16 
17 
18 
19 

Trf.-6-Trf. 
CJrain  other  than  wheat 

400 
5 

14.71 
3  65 

11.77 
2  92 

3  6 

16.2 
3  75 

14 
3 

20 
4 

25 
50 
100 
150 
200 
250 
300 
350 

4.86 
6.08 
8.1 
9  31 
10.53 
11.34 
12.15 
12  88 

3  b9 
4.87 
6.48 
7.45 
8.43 
9.08 
9.72 
10  31 

54 
7 
8.6 
9.1 
9.9 
11.4 
12.3 

4.43 
5.25 
6.75 
79 
9 
10.15 
11.25 
12  4 

4.5 
6.5 
8 
8.5 
9.5 
10.5 
11.5 
13 

6 
8 
12 
13 
16 
17 
18 
19 

9-5-D. 
Hay  

400 
5 

13.37 
3.29 

10.7 
2  64 

4.9 

13.5 
3.o 

14 
4 

20 
4 

6-2-3. 
Fruits,   green;   Ind.  min.,  20,000  Ibs.; 
111.  min.,  24,  000  Ibs 

25 
50 
100 
150 
200 
250 
bOO 
350 
400 

5 
25 

4.46 
5.45 
7.05 
8.46 
9.4 
10.34 
11.04 
11.92 
12.55 

4.7 

7  52 

3.59 
4.36 
5.64 
6.77 
7.52 
8.28 
8.84 
9.54 
10.04 

3.76 
6  02 

6.7 
8.6 
10.5 
11.6 
12.8 
14.8 
16.7 

9.8 
13  4 

4.25 
5 
6 
7.7 
9.39 
10.99 
12.5 
15 
17.5 

9.34 
11  34 

5.5 
7.5 
9 
10.5 
12 
13.5 
14  5 
15.5 
17 

7.5 
7  5 

7 
8 
13 
25 
18 
20 
22 
23 
25 

6 
10 

Wheat  trf.—  5—  5. 
Apples,  green 

50 
100 
150 
200 
250 
300 
350 
400 

5 

9.64 
12.45 
14.48 
15.98 
16.92 
17.86 
19  27 
20.17 

4  05 

7  72 
9.96 
11.59 
12.79 
13.54 
14.29 
15.42 
16.1 

3  24 

17.9 
24.4 
27.3 
29.9 
33.7 
37.7 

4  9 

13.34 
16 
19.5 
23 
26.5 
30 
32.5 
35 

4  9 

11.5 
22 
25 

28.5 
32 
34 
36 
37.5 

4 

18 
25 
32 
40 
45 
51 
55 
58 

4 

25 
50 
100 
150 
200 
250 
300 
3;>0 
400 

5.43 
6.76 
8.91 
10  24 
11.58 
12.47 
13  4 
14.17 
14.71 

4.35 
5.41 
7.13 
8.2 
9.27 
9.98 
10.72 
11.34 
11.77 

6.7 
8.6 
10.5 
li.6 
12.  H 
14.8 
16  7 

5.95 
7 
8.4 
11.3 
14.2 
17.1 
20 
22.5 
25 

5.5 
7.5 
9 
10.5 
12 
IS  .3 
14.5 
15.5 
17 

7 
8 
13 
15 
18 
20 
22 
23 
25 

266 


Exhibit  IV— Concluded. 


2 

Ej 

~5 

&5   °* 

g" 

O 

£ 

1 

|f 

to 

n  P' 

M 

?i 

3» 

a 

m 

3  oa 

^ 

w 

ARTICLES. 

•    tJ 

tNS 

3 

a  73 

Car  loads. 

II 

•   a 

& 

(/;  3 

B 

8 

Ef* 

! 

: 

g 

i  ? 

B 
* 

•  a 
'.  a 

Wheat  trf  .-4-5. 

Green  vegetables  (except  celery) 

5 

4  05 

3  24 

6  8 

4  9 

6 

5 

25 

5.43 

4.35 

8.8 

5.95 

7 

8 

50 

6.76 

5.41 

10.9 

7 

8.5 

9 

100 

8.91 

7.13 

13.6 

8.4 

12.5 

14 

150 

10.24 

8.2 

14.4 

11.3 

13.5 

18 

200 

11.58 

9.27 

15.6 

14.2 

15 

23 

250 

12.47 

9.98 

17.4 

17.1 

16 

25 

300 

13.4 

10.72 

19.7 

20 

17 

26 

350 

14.17 

11.34 

22.5 

18.5 

29 

400 

14.71 

11.77 

25 

19.5 

30 

Wheat  trf.-4-4. 

Celery 

5 

4  05 

3.24 

6  8 

7 

6 

5 

25 

5.43 

4.35 

8.8 

8.5 

7 

8 

50 

6.76 

5.41 

10.9 

10 

8.5 

9 

100 

8.91 

7.13 

13.6 

12 

12.5 

14 

150 

10.24 

8.2 

14.4' 

15.3 

13.5 

18 

200 

11.58 

9.27 

15.6 

18.6 

15 

23 

250 

12.47 

9.98 

17.4 

21.8 

16 

25 

300 

13.4 

10.72 

19.7 

25 

17 

26 

350 

14.17 

11.34 

27.5 

18.5 

29 

400 

14.71 

11.77 

30 

19.5 

30 

Wheat  trf.—  5-C. 

Winter  vegetables,  including  Irish  po- 
tatoes   

5 
25 

4.05 
5.43 

3.24 
4.35 

4.9 
6.7 

4.2 
5.1 

4 
5.5 

4 

7 

50 

6.76 

5.41 

8.6 

6 

7.5 

8 

100 

8.91 

7.13 

10.5 

7.2 

9 

13 

150 

10.24 

8.2 

11  6 

9.2 

10.5 

15 

200 

11.58 

9.27 

12.8 

11.1 

12 

18 

250 

12.47 

9.98 

14.8 

13.05 

13.5 

20 

300 

13.4 

10.72 

16.7 

15 

14.5 

22 

350 

14.17 

11.34 

17  5 

15.5 

23 

400 

14.71 

11.77 

20 

17 

25 

W  heat  trf.  -4-  C. 

Melons 

5 

4  05 

3  24 

6  8 

4.2 

6 

5 

25 

5.43 

4.35 

8.8 

R.I 

7 

8 

50 

6.76 

5.41 

10.9 

6 

8.5 

9 

100 

8.91 

7.13 

13.6 

7.2 

12.5 

14 

150 

10.24 

8.2 

14.4 

9.2 

13.5 

18 

200 

11.58 

9.27 

15.6 

11  1 

15 

23 

250 

12.47 

9.98 

17.4 

13.05 

16 

25 

300 

13.4 

10.72 

19.7 

15 

17 

26 

. 

350 

14.17 

11.34 

17.5 

18.5 

29 

400 

14.71 

11.77 

20 

19.5 

30 

Corn  trf.—  6—  B. 

Bran,  chop  feed,  ship  stuff,  shorts  

5 

3.65 

2.92 

3.6 

4.9 

3 

4 

25 

4.86 

3.89 

5.4 

5.95 

4.5 

6 

50 

6.08 

4.87 

7 

7 

6.5 

8 

100 

8.1 

6.48 

8.6 

8.4 

8 

12 

150 

9.31 

7.45 

9.1 

10.7 

8.5 

13 

200 

10:53 

8.43 

9.9 

13 

9.5 

16 

250 

11.34 

9  08 

11.4 

15.25 

10.5 

17 

300 

12.15 

9  72 

12.3 

17.5 

11.5 

18 

350 

12.88 

10.31 

20 

13 

19 

400 

13  37 

10  7 

22.5 

14 

20 

267 

The  commission  being  convinced  from  a  careful  analysis  of  these 
comparisons  that  they  would  not  be  justified  in  carrying  the  twenty 
(20)  per  cent  reduction  below  the  first  five  classes,  instructed  the  sec- 
retary to  make  reductions  on  the  lower  classes  and  commodities  on  a 
sliding  scale,  starting  on  the  basis  of  ten  (10)  per  cent  reduction. 
The  schedule  was  prepared  and  presented  to  the  commission  and 
adopted  by  the  them,  and,  on  June  5,  1906,  the  final  order  of  the 
commission  in  the  case  was  entered  covering  the  schedule  of  rates, 
the  revised  classification  and  all  rules  governing  the  same,  to  be  in 
full  force  and  effect  from  and  after  July  1,  1906,  superseding  all  pre- 
vious issues. 

Copy  in  full  attached  to  this  report. 


Illinois    Commissioners'   Classification 

No.  10. 


STATE   OF   ILLINOIS 

Railroad  and  Warehouse  Commission 

SPRINGFIELD 


Schedule  of  Reasonable  Maximum  Rates 

FOR   THE  TRANSPORTATION  OF 

PASSENGERS  AND  FREIGHTS  AND  CARS 

TOGETHER    WITH    A 

Classification  of  Railroads  and  Freights 

IX   THE 

STATE  OF  ILLINOIS 


Effective  July   1,   1906 
Superseding  all  Previous  Issues 


Prepared  and  Adopted  by  the  Board  of  Railroad  and  Warehouse  Commissioners  under  the 

provisions  of  "An  Act  to  prevent  extortion  and  unjust  discrimination." 

Section  8.    In  force  July  1,  1885. 


271 
IT  IS  ORDERED: 

That  on  and  after  July  1,  1906.  the  several  railroads  doing-  business  in  the 
State  of  Illinois  be  classified  in  the  following-  manner: 

The— 

Atchison,  Topeka  &  Santa  Ft', 

Baltimore  &  Ohio, 

Baltimore  &  Ohio  Southwestern, 

Belt  Railway  of  Chicag-o. 

Chicag-o  &  Alton, 

Chicago  Terminal  Transfer. 

Chicago  &  Eastern  Illinois, 

Chicago  &  Erie, 

Chicago  &,  Illinois  Southern. 

Chicago  it  Northwestern, 

Chicago  &  Western  Indiana. 

Chicago,  Burlington  «fe  Quincy, 

Chicago  Heights  Terminal  Transfer, 

Chicago   Junction, 

Chicago,  Lake  Shore  &  Eastern, 

Chicago.  Milwaukee  &  St.  Paul. 

Chicago,  Rock  Island  &  Pacific, 

Chicago  Short  Line, 

Chicago  Great  Western. 

Cincinnati,  Indianapolis  &  Western, 

Cleveland,  Cincinnati,  Chicago  &  St.  Louis, 

Elgin,  Joliet  &  Eastern, 

Grand  Trunk  Western, 

Illinois  Central, 

Illinois.  Iowa  «fc  Minnesota. 

Indiana,  Illinois  &  Iowa, 

Lake  Erie  &  Western, 

Lake  Shore  &  Michigan  Southern, 

Macoupin  County  Railway, 

Michigan  Central, 

Mobile  &  Ohio. 

New  York,  Chicago  &  St.  Louis, 

Pennsylvania  Co., 

Peoria  &  Pekin  Union, 

Pittsburg,  Cincinnati,  Chicago  A  St.  Louis, 

Pittsburg,  Ft.  Wayne  &  Chicago, 

Southern  Railway, 

St.  Louis.  Iron  Mountain  &  Southern, 

St.  Louis  Merchants  Bridge, 

Terminal  Railroad  Association  of  St.  Louis, 

Terre  Haute  &  Indianapolis 

Vandalia  Railroad, 

Wabash,  and 

Wisconsin  Central. 

shall  be  roads  of  Class  "A." 

The— 

Calumet  Western, 

Chicago  &  Illinois  Midland, 

Chicago  &  Illinois  Western. 

Chicago,  Peoria  &  St.  Louis. 

Chicago,  Peoria  &  Western, 

Chicago  Union  Transfer, 

Chicago,  West  Pullman  &  Southern, 

Davenport.  Rock  Island  &  Northwestern 


272 

The— 

East  St.  Louis  Connecting-. 

Galesburg  &  Great  Eastern. 

Granite  City  &  Madison  Belt  Line. 

Illinois  Northern, 

Illinois  Southern  Ry., 

Illinois  Terminal, 

Illinois  Valley  Belt, 

Iowa  Central. 

Kankakee  &  Seneca, 

LaSalle  &  Bureau  County. 

Louisville  &  Nashville, 

Oglesby  &  Granville, 

Peoria  &  Pekin  Terminal, 

Quincy.  Omaha  &  Kansas  City. 

St.  Louis,  Troy  &  Eastern, 

St.  Louis  &  O'Fallon, 

Terre  Haute  and  Peoria. 

Toledo.  Peoria  &  Western. 

Toledo.  St.  Louis  &  Western. 

Toluca,  Marquette  <fc  Northern, 

Venice  Terminal. 

Wabash.  Chester  *fc  Western. 

Waukegan  &  Miss.  Valley  Ry. 

The— 

Alton.  Granite  &  St.  Louis  Traction  Co., 

Aurora.  Elgin  «fe  Chicago  Ry.. 

Bloomington,  Pontiac  &  Joliet  Electric  Ry., 

Chicago  &  Joliet  Electric  Ry  , 

Chicago  &  Milwaukee  Electric  R.  R.. 

Chicago  General  Ry. 

Chicago.  Harvard  &  Geneva  Lake, 

Chicago  &  Oak  Park  Elevated  R,  R., 

Coal  Belt  Electric  Ry. , 

DeKalb- Sycamore  Electric  Co.. 

East  St.  Louis  &  Suburban  Ry.. 

Edwardsville,  Alton  &  East  St.  Louis  Traction  Co. 

Elgin.  Aurora  &  Southern  Traction  Co., 

Freeport  Railway,  Light  &  Power  Co., 

Galesburg  &  Kewanee  Electric  Ry.  Co., 

Galesburg.  Monmouth  &  Rock  Island  Ry.  Co.. 

Illinois  Traction  System, 

Chicago.  Bloomington  &  Decatur  Ry., 

Danville,  Urbana  <fc  Champaign  Ry., 

Decatur  it  Springfield  Ry., 

St.  Louis  &  Northeastern  Ry.. 

St    Louis  &  Springfield  Ry.T 
Illinois  Valley  Ry., 
Joliet,  Plainfield  &  Aurora  R.  R., 
Keokuk  &  Western  Illinois  Electric  Co. , 
Macomb  &  Western  Illinois  Ry., 
Metropolitan  West  Side  Elevated  Ry., 
Mississippi  Valley  Traction  Co. , 
Northwestern  Elevated  R.  R.. 
Peoples  Traction  Co... 
Rockford  &  Interurban  Ry., 
Sterling.  Dixon  &  Eastern  Electric  Ry., 
South  Side  Elevated  R.  R.  Co., 
Suburban  R.  R.  Co.. 

shall  be  roads  of  Class  "B." 


273 

Any  corporation,  company  or  receiver  operating-  any  one  of  the  roads  above 
named,  shall,  on  and  after  said  1st  day  of  July,  1906,  be  entitled  to  charge 
the  maximum  freight  and  passenger  rates,  which  may  then  be  in  force,  or 
may  thereafter  be  established  by  this  Commission,  for  roads  of  the  class  to 
which  such  roads  belongs,  and  no  more,  under  penalty  of  the  statute  con- 
cerning extortion. 

Roads  of  Class  k'A"  shall  be  entitled  to  charge  the  rates  provided  in  this 
classification  and  schedule. 

Roads  of  Class  "B"  shall  be  entitled  to  add  10  per  cent  to  the  rates  as  pro- 
vided in  this  classification  and  schedule  for  classes  one  to  five  inclusive,  and 
5  per  cent  for  classes  six  to  ten  inclusive  and  commodity  rates. 

The  fact  that  the  name  of  any  such  railroad  may  be  changed,  or  that  a  dif- 
ff  erent  company  may  assume  control  of  it  shall  not  operate  to  change  the  class  of 
such  railroad  unless  this  Commission  shall  so  order. 

Any  new  road  which  may  at  any  time  hereafter  be  put  in  operation  in  this 
State,  and  all  roads  which  may  at  any  time,  through  mistake  or  other  cause, 
be  unclassified,  shall  be  roads  of  Class  "B"  until  such  time  as  they  shall  be 
otherwise  assigned  by  order  of  the  Commission. 

Witness  our  hands  this  5th  day  of  June,  A.  D.  1906. 

Signed,        JAMES  S.  NEVILLE,  Chairman, 

Attest;  ARTHUR  L.  FRENCH, 

WILLIAM  KILPATRICK,  Secretary.  ISAAC  L.  ELLWOOD, 

CHAS.  J.  SMITH,  Assistant  Secretary.  Commissioners. 


—18  R  W 


274 


RULES  AND  CONDITIONS  OF  THE   ILLINOIS 
CLASSIFICATION. 


RULE  i. 

Unless  otherwise  specified  in  the  classification,  the  minimum  car  load  weight 
upon  all  property  in  1st,  2d,  or  3d  classes  shall  be  20,000  pounds,  and  on  pro- 
perty lower  than  the  3d  class  24,000  pounds,  actual  weight  to  be  charged  for 
when  in  excess  of  the  minimum  weight. 

RULE  2. 

All  articles  \vill  be  charged  at  actual  gross  weight,  without  regard  to 
weight  given  by  shippers  and  inserted  in  bills  of  lading;  except  that  when  an 
estimated  weight  is  given  in  the  classification  such  estimated  weight  will  apply. 

RULE  3. 

Small  consignments  covering  articles  of  several  classes  may  be  extended  at 
their  several  rates,  but  no  single  shipment  will  be  required  to  be  taken  at 
less  than  25  cents  for  distances  not  exceeding  150  miles;  over  150  miles,  50 
cents. 

RULE  4. 

When  articles  are  shipped  under  a  false  name,  in  order  to  deceive  the 
carrier,  or  to  avoid  this  classification,  agents  at  destination  will  collect 
charges  according  to  proper  classification;  and  in  case  of  loss  or  damage,  con- 
signees will  be  paid  for  the  articles  as  called  or  shipped. 

v 

RULE  5. 

When  a  reduced  rate  is  given  on  account  of  owner  assuming  the  risk,  ship- 
pers must  note  "owner's  risk'1  on  the  shipping  order:  when  this  is  omitted, 
the  freight  will  be  charged  at  the  highest  rates  and  forwarded  at  carrier's 
risk. 

RULE  6. 

When  the  classification  makes  an  article  "released"'  or  "owner's  risk,"  the 
same  at  carrier's  risk  will  be  the  next  rate  higher  unless  otherwise  provided 
in  the  classification.  Articles  rated  first  class,  released  or  owner's  risk,  if 
taken  at  carrier's  risk  will  be  charged  one  and  one-half  times  first  class  rates, 
unless  otherwise  provided  in  the  classification. 

RULE  7. 

When  a  lot  of  freight  in  packages,  pieces  or  parts  (not  bulk  freight)  shipped 
at  one  time  by  one  shipper  to  one  consignee  and  destination,  whether  loaded 
by  shipper  or  carrier,  makes  a  part  car  load  in  excess  of  full  car  load,  or  car 
loads,  the  car  load  minimum  weight  shall  be  charged  for  each  full  car  load, 
unless  actual  weight  be  greater  than  the  minimum  weight,  when  actual 
weight  shall  be  charged;  and  the  part  car  load  remaining  over  shall  be  charged 
at  actual  weight  and  car  load  rate,  unless  otherwise  specified  in  the  classifi- 
cation. The  weigh-bill  for  the  part  car  load  should  have  noted  upon  it  a 
reference  to  the  weigh-bill  for  the  full  car  load  of  the  lot  of  which  it  is  a 
part;  and  only  one  bill  of  lading  should  be  issued  for  any  shipment  subject  to 
the  provisions  of  this  rule. 

RULE  8. 

Stoves  in  Cars — During  cold  weather,  when  perishable  property  is  liable  to 
be  damaged  by  frost,  a  pass  may  be  given  to  one  person  who  may  be  in  charge 
of  and  accompany  shipments  of  one  or  more  car  loads  of  green  fruits,  potatoes 
or  other  vegetables,  when  a  stove  is  used  for  the  protection  of  such  property 
from  freezing.  When  stoves  are  used  the  stovepipe  must  be  run  through  a 
board  securely  fastened  to  one  side  of  the  car  door,  and  be  fitted  with  an 
elbow  projecting  above  the  car  not  more  than  twenty-four  inches:  the  wood- 
work must  also  be  protected  from  fire  by  sheet  iron  or  tin  facing.  The  stoves 
and  lumber  used  in  fitting  up  the  car  may  be  returned  at  one-half  fourth  class 
rates. 


275 


(A.)  Unless  otherwise  provided  in  the  classification,  when  articles  on  ac- 
count of  length  (including1  locomotives  and  tenders)  require  two  or  more  cars 
to  transport  them,  the  minimum  charge  for  shipment  shall  be  for  the  first 
car,  the  minimum  weight  provided  for  such  articles  in  car  loads;  fifty  (50)  per 
cent  of  the  minimum  weight  to  be  charged  for  each  additional  car  (actual 
weight  to  be  charged  for  when  the  aggregate  actual  weight  exceeds  the 
specified  minimum  weights),  at  the  car  load  rate.  But  when  the  same  shipper 
furnishes  other  freight  for  same  consignee  at  same  destination,  loaded  on 
same  cars,  making  the  actual  weight  of  shipment  equal  to  or  over  the  mini- 
mum weight  above  provided  for,  the  several  articles  shall  be  charged  at  their 
class  rate  in  carloads  and  at  actual  weights. 

When  articles  on  account  of  length  require  two  or  more  cars  to  transport 
them,  and  the  cars  are  loaded  to  their  full  or  safe  carrying  capacity,  the  mini- 
mum weights  as  per  Rule  1  should  govern,  actual  weight  to  be  charged  for 
when  the  aggregate  actual  weight  exceeds  the  specified  mimimum  wreight. 

(B.)  Articles  too  bulky  to  be  loaded  in  a  box  car  (unless  otherwise  speci- 
fied in  the  classification),  shall  be  charged  at  actual  weight  and  class  rate  for 
each  article:  provided,  that  in  no  case  shall  the  charge  for  the  same  be  less 
than  for  4,000  Ibs.  at  first  class  rates. 

(C.)  Articles  to  long  to  be  loaded  in  a  box  car  (unless  otherwise  specified 
in  the  classification),  shall  be  charged  at  actual  weight  and  class  rate  for  each 
shipment  to  one  consignee;  provided,  that  in  no  case  shall  the  charge  for  the 
same  be  less  than  4,000  Ibs.  at  first  class  rates. 

RULE  10. 

All  freight  which  is  provided  for  in  the  classification,  boxed,  and  not  pro- 
vided for  in  crates,  racks,  bags  or  bundles,  will  take  when  shipped  in  crates 
or  racks,  the  next  class  higher  than  in  boxes,  and  when  shipped  in  bags  or 
bundles  two  classes  higher  than  boxes.  The  term  "boxed,"  used  in  the  classi- 
fication, is  intended  to  mean  completely  enclosed. 

RULE  11. 

When  a  number  of  different  articles  of  the  same  class  are  shipped  at  one 
time  by  one  shipper  to  one  consignee  and  destination,  in  car  loads,  they  shall 
be  taken  at  the  rate  of  100  Ibs.  for  such  class  in  car  loads,  and  at  the 
highest  minimum  car  load  weight  provided  for  either  of  the  articles,  actual 
weight  to  be  charged  for  if  greater  than  the  minimum  weight.  If  the  articles 
(provided  with  L.  C.  L.  and  C.  L.  ratings)  are  of  more  than  one  class,  the  car 
load  rate  and  minimum  car  load  weight  for  the  article  in  the  highest  class 
shall  be  charged  on  all  the  articles  that  make  up  the  car  load,  actual 
weight  to  be  charged  for  when  in  excess  of  the  specified  minimum  weight, 
excepting  as  provided  in  Rule  9  (A),  and  also  excepting  where  the  actual 
weight  of  the  articles  in  any  one  class  equals  or  exceeds  the  minimum  car 
load  weight  provided  therefor,  such  articles  may  be  charged  for  at  the  mini- 
mum car  load  rate  (actual  weight  if  in  excess  of  the  minimum  weight)  and 
the  car  load  rate  provided  for  same,  and  the  other  articles  will  be  charged 
for  at  the  L.  C.  L.  class  rates  to  which  they  belong. 

RULE  12. 

A  smaller  quantity  of  freight  shall  not  be  charged  a  greater  sum  than  a 
larger  quantity:  for  instance:  The  charge  for  120  bbls.  flour,  L.  C.  L.,  shall 
not  be  greater  than  for  125  bbls.  C.  L.  In  no  case  shall  the  charge  for  a  con- 
signment of  freight  (shipped  at  one  time,  by  one  shipper  to  one  consignee  and 
destination)  be  greater  when  taken  at  actual  or  estimated  weight  and  L.  C.  L. 
rate,  than  on  basis  of  C.  L.  weight  and  rate,  nor  shall  the  charge  for  a  full 
car  load  on  basis  of  C.  L.  weight  and  rale  exceed  the  charge  on  basis  of  actual 
or  estimated  weight  and  L.  C.  L.  rate. 


276 

RULE  13.- 

All  articles  in  glass  or  earthen  ware,  packed,  not  so  provided  for  in  the  classi- 
fication, will  be  charged  at  first  class  rates  in  L.  C.  L.  quantities,  and  third 
class  rates  in  C.  L.  quantities. 

RULE  14. 

Any  package  containing  articles  of  more  than  one  class  will  be  charged  at 
the  tariff  rate  for  the  highest  classed  article  contained  therein,  unless 
otherwise  specified. 

NOTE. — Advertising  matter,  printed,  in  packages  will  be  taken  with  goods 
which  it  advertises  at  the  classified  rating  for  such  goods. 

RULE  15. 

Fertalizers,  tankage  or  other  property  likely  to  impregnate  or  injure  cars 
may  not  be  taken  in  bulk  except  by  special  agreement  and  cars  to  be  especi- 
ally provided  for  that  purpose. 

RULE  16. 

(A.)  The  classification  of  articles  "in  the  rough"  applies  to  such  articles 
when  sawed,  hewn  or  planed,  and  before  any  further  manufacturing  process 
has  begun. 

NOTE. — Unless  otherwise  specially  provided,  the  classification  of  articles 
"in  the  rough"  as  defined  in  this  rule,  will  not  apply  on  articles  which,  in 
addition  to  being  sawed,  hewn  or  planed,  are  bent,  as  the  bending  process 
advances  the  stage  of  manufacture  and  renders  the  articles  properly  subject 
to  the  classification  provided  for  same  "in  the  white."' 

(B.)  The  classification  "in  the  white"  applies  after  the  manufacturing  pro- 
cess has  begun  (and  may  include  one  coat  of  priming),  but  when  the  article 
has  not  been  painted  or  varnished. 

(C.)  The  classification  '.'finished"  applies  to  the  article  after  it  has  passed 
the  stage  of  manufacture  covered  by  Sections  A  and  B  of  this  Rule. 

RULE  17. 

When  parts  or  pieces  constitute  one  or  more  complete  articles  are  offered  to 
carrriers  for  transportation  at  one  time,  by  one  shipper,  to  one  consignee  and 
destination,  they  shall  be  rated  at  the  classification  provided  for  the  complete 
article,  whether  S.  U.  or  D.  K.,  as  specified  in  the  classification. 

RULE  18. 

Articles  offered  to  carriers  for  transportation  at  the  rating  provided  for 
same  in  the  classification  when  racked  or  crated,  must  be  enclosed  to  an 
extent  sufficient  to  hold  the  frame-work  together  and  protect  the  property 
during  the  process  of  transportation.  Nailing  strips  on  or  to  the  articles, 
forming  partial  protection  only,  will  not  be  sufficient  to  entitle  the  property 
to  the  rating  provided  therefor  when  racked  or  crated. 

RULE  19. 

(A.)  Bulk  freight  will  not  be  taken  in  less  than  car  load,  unless  so  speci" 
fied  in  the  classification. 

(B.)  Owners  will  be  required  to  load  and  unload  bulk  freight  in  car  loads, 
unless  otherwise  provided  by  special  agreement. 


277 

RULE  20. 

When  empty  packages  are  offered  for  shipment  at  the  rates  provided  in  this 
classification  for  returned  empty  packages,  the  agent  must  satisfy  himself 
that  they  have  been  used,  when  filled,  in  the  transportation  of  a  regular 
consignment  over  the  road.  If  agents  have  reason  to  believe  that  the  pack- 
ages, when  filled,  were  originally  forwarded  by  express  or  by  competing 
lines,  they  will  make  a  note  to  that  effect  on  the  way-bill,  and  charge  at 
regular  rates  for  new  packages. 

RULE  21. 

The  following  allowances  for  weights  of  racks  and  blocks  used  in  securing 
freight  loaded  on  open  cars  will  be  made  when  actual  weight  cannot  be  ascer- 
tained, viz.: 

For  racks,  1.000  Ibs.:  for  blocks,  500  Ibs.;  for  racks  and  blocks,  where  both 
are  used,  1.000  Ibs. 

Companies  will  not  be  responsible  for  removal  of  or  damage  to  temporary 
racks,  and  it  will  be  optional  with  them  to  remove  or  return  such  temporary 
racks  to  shippers  if  not  taken  by  consignees. 

RULE  22. 

Articles  requiring  open  cars  for  transportation  will  be  accepted  only  when 
small  detachable  parts  are  shipped  subject  to  owner's  risk  of  loss. 

RULE  23. 

The  reasonable  maximum  rate  for  switching  loaded  cars  for  distances  not 
exceeding  three  miles,  shall  be  ten  (10)  cents  per  ton,  with  a  maximum  rate 
of  four  dollars  per  car  and  a  minimum  rate  of  two  dollars  per  car.  Switching 
includes  the  hauling  of  loaded  cars  from  the  station  yards,  side  tracks,  ele- 
vators or  warehouses  to  the  junction  of  other  railroads  when  not  billed  from 
stations  on  its  own  road  to  said  junctions,  and  from  junctions  of  other  rail- 
roads to  the  stations,  side  tracks,  elevators  and  warehouses  situated  on  the 
tracks  owned  or  controlled  by  the  railroad  company  doing  said  switching;  it 
is  that  transfer  charge  ordinarily  made  for  moving  loaded  cars  for  short  dis- 
tances for  which  no  regiilar  way-bill  is  made,  and  which  do  not  move 
between  two  regularly  established  stations  on  the  same  road. 


278 


LAWS  REGULATING  THE  DELIVERY  OF  GRAIN. 


Every  railroad  corporation  which  shall  receive  any  grain  in  bulk  for  trans 
portation  to  any  place  within  the  State,  shall  transport  and  deliver  the  same 
to  any  consignee,  elevator,  warehouse  or  place  to  whom  or  to  which  it  may 
be  consigned  or  directed:  PROVIDED  such  person,  warehouse  or  place  can  be 
reached  by  any  track  owned,  leased  or  used,  or  which  can  be  used  by  such 
corporation;  and  every  such  corporation  shall  permit  connections  to  be  made 
and  maintained  with  its  track  to  and  from  any  public  warehouse  where  grain 
is  or  may  be  stored. 

Any  consignee  or  person  entitled  to  receive  the  delivery  of  grain  trans- 
ported in  bulk  by  any  railroad  shall  have  twenty-four  hours,  free  of  expense, 
after  actual  notice  of  arrival  by  the  corporation  to  the  consignee,  in  which  to 
remove  the  same  from  the  cars  of  such  railroad  corporation  if  he  shall  desire 
to  receive  it  from  the  cars  on  the  track;  which  twenty-four  hours  shall  be 
held  to  embrace  such  time  as  the  car  containing  such  property  is  placed  and 
kept  by  such  corporation  in  a  convenient  and  proper  place  for  unloading,  and 
it  shall  not  be  held  to  have  been  placed  in  a  proper  place  for  unloading  unless 
it  can  be  reached  by  the  consignee,  or  person  entitled  to  receive  it,  with 
teams  or  other  suitable  means  for  removing  the  property  from  the  car  and 
reasonably  convenient  to  the  depot  of  such  railroad  corporation  at  which  it  is 
accustomed  to  receive  and  unload  merchandise  consigned  to  that  station  or 
place. 

Every  railroad  corporation  organized  or  doing  business  under  the  laws  of 
this  State,  or  authority  thereof,  shall  receive  and  deliver  all  yrain  consigned 
to  its  care  for  transportation  at  the  crossings  and  junctions  of  all  other  rail- 
roads, canals  and  navigable  rivers. 

Weighing  in — Receipt.  And  at  the  time  such  grain  is  received  by  it  for 
transportation,  such  corporation  shall  carefully  and  correctly  weigh  the  same 
and  issue  to  the  shipper  thereof  a  receipt  or  bill  of  lading,  for  such  grain, 
in  which  shall  be  stated  the  true  and  correct  weight. 

Weighing  out — Shrinkage.  And  such  corporation  shall  weigh  out  and  deliver 
to  such  shipper,  his  consignee  or  other  person  entitled  to  receive  the  same,  at 
the  place  of  delivery,  the  full  amount  of  such  grain  without  any  deduction  of 
leakage,  shrinkage  or  other  loss  in  the  quantity  of  the  same. 

Damages.  In  default  of  such  delivery,  the  corporation  so  failing  to  deliver 
the  full  amount  of  such  grain  shall  pay  to  the  persons  entitled  thereto  the 
full  market  value  of  any  such  grain  not  delivered  at  the  time  and  place  when 
and  where  the  same  should  have  been  delivered. 

Evidence — Shortage.  If  any  such  corporation  shall,  upon  the  receipt  by  it 
of  any  grain  for  transportation,  neglect  or  refuse  to  weigh  and  receipt  for  the 
same,  as  aforesaid,  the  sworn  statement  of  the  shipper  or  his  agent  having 
personal  knowledge  of  the  amount  of  grain  so  so  shipped,  shall  be  taken  as 
true,  as  to  the  amount  so  shipped;  and  in  case  of  neglect  or  refusal  of  any 
such  corporation,  upon  the  delivery  by  them  of  any  grain,  to  weigh  the  same, 
as  aforesaid,  the  sworn  statement  of  the  person  to  whom  the  same  was  deliv- 
ered, or  his  agent  having  personal  knowledge  of  the  weight  thereof,  shall  be 
taken  as  true,  as  to  the  amount  delivered.  And  if.  bj/  such  statements,  it 
shall  appear  that  such  corporation  has  failed  to  deliver  the  amount  so  shown 
to  be  shipped,  such  corporation  shall  be  liable  for  the  shortage,  and  shall  pay 
to  the  person  entitled  thereto  the  full  market  value  of  such  shortage  at  the 
time  and  place  when  and  where  the  same  should  have  been  delivered. 


279 


TABLE  OF  WEIGHTS. 


The  weights  given   in  the  table  below  may  be  used  when  it  is  not  practicable  to  weigh 

the  articles  enumerated. 


PER  BUSHEL. 

Apples,   dried 24  Ibs.  per  bu. 

Apples,  green 56 

Barley 48 

Beans,  white 60 

Beans ,  castor 46 

Bran 20 

Buckwheat 52 

Charcoal 22 

Clover  seed 60 

Coal....  80 

Coke 40 

Corn,  shelled 5fi 

Corn,  in  ear 70 

Corn  mod 48 

Flax  seed 56 

Grass  seed,  blue 14 

Grass  seed,    clover f'O 

Grass  seed.   Hungarian 45 

G. ass  seed,  millet 45 

Grass  seed,  orchard 14 

Grass  seed,  red  top 14 

Grass  seed,  timothy 45 

Hemp  seed 44 

Lime 80 

Malt,  barlev...  ..  88 


PER  BUSHEL—  Concluded. 


Malt,  rye 

Oats 

Onions.. .   

Peaches,   dried 

Peas 

Plastering  hair 

Potatoes,    Irish 

Potatoes,   sweet 

Rye 


..  3'. 
..  32 
..  57 
..  38 
..  fO 
8 

..  60 
..  50 
.  56 


Ship  stuff  

35  Ibs.   per    bu. 
55 
60 

x. 

390  Ibs.   per  bbl. 
365 
liOlbs.  per  ^  bbl. 
95  Ibs.  per  M  bbl 
55  Ibs.  per  ^sbbl. 
160  Ibs    per  bbl. 
330 
400 
216 
200 
300 
ICO  Ibs.  per  yz  bbl. 
80  Ibs.  per  ^  bbl. 
40  Ibs.    per    kit. 
196  Ibs.    per  bbl. 
390 

400 
575 
360 
330 
300 
310 
3HO 
400 
300 
390 

Turnips 

Wheat 

PER  BARRI 
Alcohol  

Ale,  beer  and  porter  
Ale,  beerund  porer  
Ale,  beer  and  porter  
Ale,  beer  and  porter  
Apples,  green  
Beet.              .                

Cider 

Corn  meal           ...         .   . 

Eggs  
Fish  
Fish 

Fish. 

Fish 

Flour 

Highwines  
Liquors,    not   otherwise 
specified     

M  classes                 

Oil 

Pork  

Resin 

Salt,  fine  
Spirits  turpentine    .  .. 

Vinegar. 

Water  lime         

Whisky... 

280 


ESTIMATED  WEIGHTS  OF  LUMBER  AND  OTHER 
ARTICLES. 


Amt. 

for  car 
Wgt.    load. 
Lbs.     Feet. 

LIGHT  LUMBER. 

Pine,  poplar,  basswood,  butter- 
nut, spruce  and  hemlock,  thor- 
oughly seasoned,  per  1,000 
feet 2,500  10,000 

Black,  walnut,  ash,  maple  and 
cherry, seasoned,  per  1,000 ft. ..  4,000  6,000 

Gum  and  cottonwood, seasoned, 
perl, 000ft 3,000  8,000 


MEDIUM    LUMBER. 

Pine,  whitewood,  basswood, 
butternut,  hemlock  (green) 
spruce  (green),  per  1,000ft....  4,000  6,000 

Black  walnut,  maple  (green), 
cherry  (green),  oak  (seas- 
oned), hickory  (seasoned), 
elm  (seasoned),  cottonwood 
(green),  per  1,000ft 4,500  6,000 


HEAVY  LUMBER. 

Oak  (green),  hickory  (green), 
elm  (green),  per  1,000  ft 5,000  6,000 

Oak  (part  seasoned),  hickory 
(part  seasoned), elm  (part  seas- 
oned), per  1,000ft 4,500  6,000 


HOOP  POLES. 

Green,  28  foot  car Load  4  ft.  high 

Seasoned,  28  foot  car Load  5  ft.  high 


STAVES  AND   HEADING. 

Green,  28  foot  car Load  4ft.  high 

Seasoned,  28  foot  car Load  5  ft.  high 


Amt. 

for  car 
Wgt.     load. 
Lbs.      Feet. 


Oak  (green),  per  cord 3,500     7  cords 

Oak  (dry), per  cord 2,500     9  cords 


SHINGLES. 

Dry,  per  1,000...  275        90,000 

Green,  per  1,000 350        70,000 


LATH. 
Per  1,000...  500         50,000 


Common,  per  car  load,  each . 
Fire,  per  car  load,  each 


LIME,  COAL  AND  WOOD. 

Lime  and  coal,  per  bu 80 

Coke,  per  bu 40 

Wood  (soft, green), per  cord..  3,500 

Wood  (soft,  dry),  per  cord 3,000 

Wood  (hard, green), per  cord.  4,500 
Wood  (hard,  dry),  per  cord....  3.500 


6,000 
4,000 


300  bu. 

600  bu. 
114  cds. 
8  cds. 
6  cds. 
lYz  cds. 


SAND,  STONE,   ETC. 

Sand,  per  cubic  yard  ...........    3,000 

3,200 


Gravel,  per  cubic  yard  ........ 

Stone,   undressed,    per  cubic 

yards  .........................  4,000 

Marble,  per  cubic  foot  .........  165 

Slate,  per  cubic  foot  ...........  165 

Ice,  per  cubic  foot  .............  62^400  ft. 


8yds. 
8  yds. 

6yds. 
140  ft. 
140ft. 


281 


PASSENGERS. . 


The  passenger  rate  on  each  of  said  roads  shall  not  be  to  exceed  3  cents  per 
mile  for  the  transportation  of  any  person,  with  ordinary  bag-gage  not  exceeding 
150  pounds  in  weight. 

Provided,  said  railroad  corporation  shall  not  charge,  collect  or  receive  more 
than  one-half  the  above  rate  for  transportation  of  children  between  the  ages 
of  5  and  12  years. 

No  road  will  be  required  to  carry  a  passenger  for  less  than  5  cents,  and  the 
fare  shall  be  3  cents  per  mile  for  any  distance  of  2  or  more  miles. 

In  computing  fares,  the  distance  shall  be  multiplied  by  the  rate,  and  when 
the  fraction  of  1  cent  is  one-half  or  over,  it  shall  be  reckoned  as  1  cent,  and 
for  a  fraction  of  less  than  one-half  cent  the  same  shall  not  be  computed. 

The  Revised  Classification  of  Freight  adopted  by  the  Railroad  and  Warehouse 
Commission,  published  herewith,  and  forming  a  part  of  each  of  the  schedules 
prepared  for  railroads  owned,  operated  or  doing  business  in  the  State  of 
Illinois,  is  hereby  made  a  part  of  this  schedule. 


282 


CO 

W 

I 

EH 

m 


p 

a 
i—  i 

M 


CO 


Qfi 
W  H 

WQ 

O  D 


co  o 

a 


W 
CO 


S 


I 


CAR 
LOADS. 

»loS§| 

§3 

Si 

« 

0 

*• 

S 

*• 

s 

s 

8 

t- 

gS 

$% 

sg 

CO 

£ 

00 

g 

g 

« 

si 

_) 
°0 

5° 

M 
U  - 

4J    C    l.,"^ 

13  <u  ^  t 

00 

CD 

00 

CO 

CO 

00 

CO 

CD 

•* 

(S 

CO 

OO 

CM 

co|     !•<*  oo 

CM 

a 

- 

in 

co  t~ 

ri 

in 

OS 

§5 

r- 

00 

oo'  i  os'  '  os'  os 

1 

s     1 

^        s 
§       J 

•«** 

oo 

CM 

CO 

CO 

CO 

OS 

Id          'g'S.-S 

~ 

00 

ec 

CO 

05 

CM 

- 

CD 

00 

CO 

in 

t- 

OS 

*N 

CO 

CO 

3O 

OS 

~ 

CM 

CO 

^ 

« 

CO 

73             -H  X"2 

W              -M 
0                 « 

s    1 

<D 

CO 
CO 

CO 

CO 

••* 

•* 

*# 

m 

m 

in 

in 

co 

CD 

CD 

CD 

*• 

c- 

c- 

L~ 

t— 

t' 

OO' 

OO' 

ao 

00 

Q 

2  Miles  and  under. 

4  Miles  and  over  2 

CD 

o 

m 

g 

" 

8 

'co 

3 

"* 

8 

8 

S 

8 

g 

1C 

§ 

s 

g 

g 

8 

g 

c 

CD' 

•i 

0 

* 

S 

1 

J 

^ 
co' 

•8 

s 

•i 

-r 

•8 

S 

4 

4 

8 

4 

-a 

•8 

t- 

4 

•i 

•8 

4 

^ 

-a 

•§ 

4 

s 

s 

8 

n 

8 

i-H  j  — 

s 

I 

8 

w 

PH 
1 

w 
u 

\ 

0 

J 
u 

S^s 

00 

CM 
M 

OS 

••* 

m 

00 

CM 

CO 

CO 

CO 

CD 

|| 

co 

CD 

CO 

CD 

CD 

c- 

t- 

t-  t- 

g  . 

(M 

00 

CO 

2 

- 

m 

co 

0 

CD 

CO 
CD 

m 

CD 

CO 

os 

CD' 

t- 

CO 

ic. 

^ 

05 
C- 

oo' 

30 

00 

qp 

oo 

00 
00 

OS 

O5 

r. 

A 

co 

| 

CO 

11 

M' 

oo" 

"* 

i.f 

CO 

CD 

CD 

t- 

t- 

00 

00 

00 

0) 

OS 

05 

OS' 

0 

0 

0    0 

_• 

J 

rt 

xl 

CM 

00 

•>* 

o 

'- 

CO 

CD 

t- 

t- 

00 

00 

30 

OS 

O5 

os 

OS 

0 

0 

„• 

^H' 

J 

_• 

^ 

CM 

•M 

MERCHANDISE  IN  CENTS  PER  100  LBS. 

11 

co 

^ 

•<* 

in 

CD 

CO 

t- 

t- 

oo 

00 

oo 

OS 

OS 

C5 

osid'o" 

0 

- 

- 

_ 

0>] 

w 

S 

CM' 

l^ 

1/5 

CO 

00 

in 

CO 

CO 

«, 

,n 

os 

CO 

t— 

* 

00 

N 

,n 

os 

CO 

t- 

CO 

co 

05 

II 

CO 

in 

00 
CD 

m 

O5 

•n 

d 

CO 

CM 

00 
C^l 

m 

CO 

CO 

, 

oo 
m 

in 

CO 

t- 

oo 

oo 

00 

CC 

OS 

CM 

in 

05 

i— 

05 

OS 

O5 

i 

i 

CD 

S 

•o 
§| 

I"3 

CO 

in 
c- 

O5 

m 

s 

* 

CO 

a 

00 

m 

m 

CD 

co 

00 

GO 

X) 

CD 

O5 

co 

B 

s 

00 

CO 

CO 

C- 

:M 

•«*< 

00 

s 

CO 

s 

II 

in 

c- 

35 

in 
d 

CM 

m 

CO 

• 

CO 

oo 

05 

~ 

?: 

CO 
•M 

S 

9 

« 

f, 

si 

R 

S 

i 

g 

8 

CO 

S3 

ss 

283 


as 

» 

OO 

a. 

8 

0 

=  3. 

3,8  S  S 

8 

s 

0 

- 

" 

CO 

a 

C- 

S53»(«s|sjSS|e|»|j5|85|5?|!8 

5 

s 

S 

All  railroads  of  Class  "B"  may  add  10  per  cent  to  the  rates  shown  for  the  Classes  One  to  Five  inclusive,  and  5  per  cent  to  the  rates  for  the  Classes  Six  to 
Ten  inclusive,  and  commodities. 

1 

1  1  1 

5O    O5 

ass 

CO 

5O 
i.O 

G5 

11? 

S 

s 

S 

si 

KI 

s 

s 

10 

S3' 

" 

s 

° 

' 

I 

• 

8 

CO 

CO 

s 

" 

8 

S3 

• 

55 

ss 

J§ 

5? 

«l8 

" 

00    30 

ao 

00 
X) 

05 
00 

O5 

05 

05 

05 

05 

O5 

05' 

c- 

O5 

oo 

05 

05 

O5 

5O 

00 

•0 

os 

if? 

50 

OO 
•M 

t-    t- 

OO 

oo 

00 

oo 

00 

oo 

00 

OO 

od 

05 

05 

05 

O5 

05 

05 

05 

Oft 

0 

0 

0 

0 

0 

0 

0 

M 

M 

a 

00    00 

00 

05 

05* 

05 

05 

05 

35 

05~ 

O5 

05 

O 

0 

0 

0 

0 

d 

0 

^ 

_; 

jH 

„ 

^ 

^ 

N 

r. 

c^i 

N 

?O    OO 

00 

CO 

CO 

S 

s  £ 

g 

g 

§ 

S 

g 

g 

g 

lO 

= 

g 

g 

s 

8 

s 

1 

0 

1 

g 

§ 

8 

1 

• 

1 

] 

1 

§ 

1 

l 

1 

1 

* 

1 

8: 

1 

;  ; 

c3  S 

-§ 

'4 

S 

j 

j 

5 

•3 

s 

-i 

, 

^ 

4 

•§ 

£ 

-a 

•a 

0 

4 

g 

•a 

-§ 

1 

•§ 
1 

•^ 

4 

-a 

•s 

1 

4 

•« 

a 

CO 

•9 

4 

•2 

-i 

4 

•s 

•2 

4 

i? 

S 

£ 

i 

s 

o 

tfi 

S 

og 

1 

§ 

5 

1 

1 

1 

rH 

N 

"* 

1C 

50 

C- 

oo 

05 

50 

a 

00 

od 

00 

00 

30 

00 

00 

00 

00 

00 

05 

05 

05 

05 

05 

05 

05 

0 

0 

0 

N 

rl 

S 

C-    C- 

oo 

OO 

oo 

00 

00 

00 

00 

00 

00 

05 

05 

05 

05 

05 

05 

05 

O5 

0 

0 

0 

0 

0 

0 

^ 

- 

* 

- 

N 

7V1 

M 

CO 

CO 

co' 

1-1 

^ 

1 

05 
•P 

05    05 

^ 

o 

d 

o 

d 

(_; 

•o 

'_• 

"-0. 

oo 

rH 

CO. 

« 

+. 

05 

-V. 

00 

« 

•». 

OO 

C-    05 

| 

O5 

35 

s 

• 

a 

1 

M    «« 

, 

2  *•  • 

0 
•M 

10 

00 

s 

~    ^ 

~ 

sps 

" 

S 

' 

S 

wJ 

* 

* 

00 

s 

"* 

c- 

s 

CO 

'£    50 

(J 

t- 

t-' 

00 

OC 

00 

00 

00 

00 

00 

co 

2 

05 

s 

05 

° 

i 

s 

rl 

M 

N 

» 

M 

» 

B 

" 

1 

—  eo 

W    <M 

s 

s 

si 

3 

si 

•Jl 

5! 

s 

• 

B 

" 

ss 

- 

- 

3 

S5 

a 

8 

5 

• 

M 

G 

r- 
M 

a 

a 

• 

g 

CO 

CO 

CO 

SIS 

Si 

§5 

O5 
CO 

9 

= 

3 

5 

*K 

s 

£ 

VO 

00 

05 

jj 

?i 

° 

S 

s 

CO 

CO 

CO 

" 

CO 

» 

3 

S? 

£ 

* 

CO 

g 

g 

s 

s 

^ 

• 

3 

|<M    •£ 

II 

I 

CO 

50 

S 

£ 

B 

s 

s 

j? 

S 

s 

s 

S 

s 

s 

s 

• 

^ 

„ 

_ 

M 

rc 

co 

- 

.0 

0 

X 

r- 

•f 

oo 

i 

284 


LIVE   STOCK. 


FOR  ROADS  OF  CLASS  "A"-CAR  LOADS  IN  CENTS  PER  100  LBS. 


DISTANCES. 


Horses 
and  mules. 


Cattle. 


Hogs. 


5  miles  and  under 5.5 

10  miles  and  over 5  6. 

15. .do  10  6.6 

20. .do 15  6.8 

25. .do 20  7.1 

30. .do  25  7.4 

35  ..do  ..  ....     30  7.7 

40. .do 35  7.9 

45. .do 40  8.2 

50. .do  45  8.5 

55. .do  50  8.7 

60. .do 55  8.9 

65. .do  60  9.1 

70. .do 65  9.4 

75. .do  70  9.6 

80. .do 75  9.7 

85. .do 80  9.9 

90. .do 85    I        10.1 

95  ..do 90    |        10.2 

100. .do  95    !        10.4 

105. .do 100    !        10.5 

110. .do 105  10.7 

115.. do 110  10.8 

120. .do  ....  ..  115  11. 

125. .do 120  11.1 

130.. do  ....  ..  125  11.3 

135. .do  130  11.4 

140. .do 135  11.5 

145. .do  140  11.7 

150. .do  145  11.8 

155  ..do :..  ..  150  12. 

160.. do J55  12.1 

165. .do  lc'0  12.3 

170. .do  165  12.4 

175. .do  170  12. »> 

180.. do  ....  ..  175  12.7 

185. .do  180  12.8 

190. .do  185     !        13. 

195  ..do  ..  ..  190  13.1 

200. .do  195  13.3 

210.. do  ....  ..200  13.6 

220. .do  210  13.8 

230. .do  220  14.1 

240. .do  230  14.4 

250. .do  240  14.7 

260.. do  ....  ..  250  15. 

270.. do  ..  ..260  15.3 

280. .do  270  15.6 

290.. do  ..  ..  280  15.8 

300. .do 290  16.1 

320.. do  ..300  16.5 

340.. do  ..  ..  320  16.9 

360. .do  340  17.3 

380. .do .  360    1        17.7 

400. .do  380  18.1 

420. .do 400  18.5 

440. .do ..420  18.9 

460. .do  440  19.3 

480. .do ..460  19.7 

500.. do  ..  ..480  20.1 


5. 
5.5 
6. 
6.2 
6.5 
6.7 
7. 
7.2 
7.5 
7.7 
7.9 
8.1 
8.3 
8.5 
8.7 
8.9 
9. 
9.2 
9.3 
9.5 
9.6 
9.7 
9.8 
10. 
10.1 
10.2 
10.4 
10.5 
10.6 
10.8 
10.9 
11. 
11. 1 
11  3 
11.4 
11.5 
11.7 
11.8 
11.9 
12.1 
12.3 
12.6 
12.8 
13.1 
13.4 
13.6 
13.9 
14.1 
14.4 
14.7 
15. 
15.4 
15.7 
16.1 
16.5 
16.8 
17.2 
17.5 
17.9 
18.3 


5. 
5.6 


7.2 
7.7 
8.1 
8.4 


9.4 
9.6 
10. 
10.3 
10.6 
10.9 
11. 
11.2 
11.4 
11.7 
11.9 
12.1 
12.2 
12.3 
12.4 
12.6 
12.8 
12.9 
13. 
13.2 
13.4 
13.5 
13.7 
13.8 
14. 
14.1 
14.3 
14.5 
14.7 
14.8 
14  9 
15.1 
15.2 
15.4 
15.5 
15.7 
15.8 
15.9 
16.1 
16.2 
16.6 
16.9 
17.3 
17.6 
18. 
18.4 
18.7 
19  1 
19.4 
19.8 


All  railroads  of  Class  "B"  may  add  5  per  cent  to  above  rates. 


285 

Stock  cattle  and  feeders  shall  take  75  per  cent  of  the  rates  above  for  cattle 

IN  USING  THE  ABOVE  SCHEDULE  OF  RATES  THE  FOLLOWING  MINIMUM  WEIGHTS 
SHALL  APPLY: 

CATTLE  - 

Cars  31  feet  and  under,  inside  measurement,  19,000  pounds. 

Cars  33  feet  6  inches,  and  over  31   feet,  inside  measurement.  20,500  pounds. 

Cars  over  33  feet  6  inches,  inside  measurement,  22,000. 

HORSES — 

The  same  minimums  shall  apply  to  horses  as  are  given  for  cattle. 

HOGS — 

Cars  31  feet  and  under,  inside  measurement,  14,000  pounds. 
Cars  33  feet  6  inches,  and  over  31  feet,  inside  measurement,  15,000  pounds. 
Cars  over  33  feet  6  inches,  inside  measurement,  16,000  pounds. 

SHEEP — 

Cars  31  feet  and  under,  inside  measurement,  10,000  pounds  single  deck, 
double  deck  14,000  min. 

Cars  33  feet  6  inches  and  over  31  feet,  inside  measurement,  11,000  pounds 
single  deck,  double  deck  15,000  min. 

Cars  over  33  feet  6  inches,  inside  measurement,  12,000  pounds  single  deck, 
double  deck  16,000  min. 

Where  the  shipper,  at  the  time  of  applying  for  a  car,  designates  the  length 
of  car  required  for  his  use,  the  minimum  fixed  for  the  length  of  car  so  desig- 
nated shall  apply,  even  though  a  larger  car  be  actually  furnished. 

The  shipper  of  one  car  of  live  stock,  or  his  agent,  shall  be  carried  free  on 
the  train  with  such  animals  to  take  care  of  the  same,  and  shall  be  entitled  to 
a  return  ticket,  good  on  any  regular  train  of  the  company,  for  not  to  exceed 
one-half  fare. 

The  shipper  of  two  or  three  cars  of  live  stock,  or  his  agent,  shall  be  carried 
free  on  the  train  with  such  stock  to  take  care  of  them,  and  shall  be  returned 
on  any  regular  train,  free,  by  the  company. 

The  shipper  of  four  to  seven  cars  of  live  stock,  inclusive,  belonging  to  one 
owner,  shall  be  entitled  to  have  two  men  in  charge  transported  on  the  train 
with  such  stock,  and  returned  on  any  regular  train,  free. 

The  shipper  of  eight  cars  or  more,  belonging  to  one  owner,  shall  be  en- 
titled to  transportation  for  three  men  in  charge  of  said  stock,  to  be  returned, 
free,  on  any  regular  train. 


286 
[i] 

CLASSIFICATION. 


EXPLANATION  OF  CHARACTERS— The  Class  is  given  opposite  each  article.  1,  2.  3,  4,  5, 
6,  7,  8.  9  and  10  stand  for  First,  Second,  Third,  Fourth.  Fifth,  Sixth,  Seventh,  Eighth,  Ninth 
and  Tenth  Classes,  respectively.  \VZ  for  One  and  a  Half  First  Class.  D  1  for  Double  First 
Class.  2V2  for  Twice  and  a  Half  First  Class.  3  t  1  for  Three  Times  First  Class.  4  t  1  for  Four 
Times  First  Class  being  the  progression  of  classes  above  First  Class.)  S.  U.  for  Set  Up.  K.  l>. 
for  Knocked  Down.  C.  L.  for  Car  Load.  L.  C.  L.  for  Less  than  Car  Load.  P.  P.  for  Prepaid. 
N.  U.  S.  for  Not  Otherwise  Specified.  O.  R.  for  Owner's  Risk. 

Articles  not  Enumerated  will  be  Classed  with  Analogous  Articles. 


A 

L.C.L. 

C.L.J 

i 

L.C.L. 

C,L. 

1  Acid,  acetic,  liquid,  in  bbls. 
or  iron  drums  

3 

5 

half  tariff  rates  when  re- 
turned by  same  railroad  or 

2  Acid,    carbolic,    crude,    in 
bbls.  or  iron  drums  
3  Acid,   carbonic,   liquid,  in 
iron  drums  or  tubes  .. 
4  Acid,  hydrofluoric,   in   In- 
dia  rubber   bottles,   her- 
metically sealed,  packed 
in  cases  or  bbls 

4 
3 

1 

6 
15 

railroads  as  originally  for- 
warded    by;     when     re- 
turned  by  other  railroad 
or  railroads  than  origin- 
ally  forwarded    bv,    full 
tariff  rates  will  be  charged 
22  Barrel   carts;    set    up,    on 
wheels 

\yz 

1 

5  Acid,  hydrofluoric,  in  lead 
carboys  packed   in  cases 
or  bbls 

1 

23  Barrel  carts  ;  K.  D.  flat  
24  Beet  harvesters  ;  set  up  
25  Beet  harvesters'  K    D     in 

1 

1 

II 

6  Acid,  lactic,  in  kegs  or  bbls. 

3 

5 

bundles 

2 

o 

7  AcidSj  dry  in  boxes 

2 

26  Beet    harvesters'     K.    D 

M 

8  Acids,   dry,  in  kegs,   bbls. 

boxed  or  crated 

3 

or  casks 

3 

4 

27  Bulky   and     light     imple- 

9 Acids,  in  carboys,  N.  O.  S. 
10  Acids,    in   iron   drums,    N. 
O.S  

1 

4 

6 
6 

ments,  N.  O.  S.:  set  up  .. 
28  Bulky    and     light    imple- 
ments, N.  O.  S.;  K.  D., 

Dl 

C 

a 

11  Acids,  in  lead  carboys 

1 

6 

flat,  in  bdls 

1 

i50 

12  Acids  in  tank  cars  to  be  fur- 
nished by  shippers,  mini- 
mum weight,  24,000  Ibs.; 
empty  tanks  returned  free 
13  Acids,     liquid,     in     glass, 
boxed  . 

j 

5 
6 

29|Clover  hullers,    combined 
corn    huskers  and    ensil- 
age cutters,  corn  crushers, 
corn  huskers,  power  corn 
shelters,      separators     or 
threshers  • 

14  Acorns  .         

2 

4 

One  set  up  (with  or  with- 

15 Adamant  wall  plaster  stock 
(liquid  glue)  
16  Advertising  matter,  boxed 

4 

K 

out  horse  power),  requir- 
ing open  car,   minimum 
weight.  5,000  Ibs 

1 

or  in  bundles    P.  P 

1 

3 

One  (with  steam  power) 

17  Adzes,    without     handles, 
boxed 

3 

C.  L.  rate. 
Two    (with    or    without 

18  Agate,  in  the  rough... 
19  Agalite 

1 
4 

4 

7 

horse  power),  C.  L.  rate. 
Two,    K.    D.,    in     small 

20$  Agricultural     implements, 
not  including   hand  im- 
plements, O.  R.   B.  and 
C.,  or  released. 
21  Agricultural     implements, 
also  parts  of  agricultural 
implements,    and     wind 
mills,  returned  to  manu- 
facturers  for    repairs,    at 
O.  R.  B.  and  C.,  or  re- 

parts, in  packages,  loaded 
in  box  car,  actual  weight. 
30  Corn    huskers,    combined 
corn     huskers,     ensilage 
and  feed  cutters  and  corn 
shelters,  sufficiently  'K.D. 
to  be  loaded  in  box  cars, 
but  carried  mounted   on 
wheels   for   convenience 
of  carriers 

i 

3 

leased,    will   be   charged 

t  See  Rule  22. 

*t  May  be  loaded  with  gas  engines  in  mixed  C.  L.  at  Class  6,  min.  wt.  24,000  Ibs.  Tank 
wagons  and  tenders  may  be  loaded  on  open  cars  with  threshers  or  separators  and  powers  for 
same  at  Class  6  rates. 


287 


Al 


Classification — Continued . 


1L.C.L.    C.L. 


L.C.L.    C.  L. 


JAGRICULURAL  IMPLE- 
M  E  N  TS—  Con  fin  ued  . 

1  Corn  harvesters 

2  Combined    corn    harvester 

and  shocker,  S.  U  ........ 

3  Combined   corn    harveste 

and  shocker,  K.  D.  flat... 

4  Corn  planters,  S.  U  ......... 

5  Corn  planters,  K.  D.,  flat, 

in  bdls  .................... 

6  Corn  shelters,  hand  ;  S.  U  .  . 

7  Corn  shellers,K.  D.  (tables, 

wheels   and    cranks     re 
moved)  ................... 

8  Cotton   picking   machines, 

wheels  on  or  off,  other  de- 
tachable parts  removed  ... 

9  Cotton  planters,  S.U  ...... 

10  Cotton  planters,  K.  D.  flat, 

in  bdls  ..................... 

11  Cultivators  (iron  or  wood), 

S.U  ....................... 

12  Cultivators  (iron  or  wood), 

K.  D.  flat  or  in  bundles  .. 

13  Drills,  corn  and  grain  (one-j 

horse)  S-.U  ..........  .  ..... 

14  Drills,  corn  and  grain  (one- 

horse)  K.  D.,  in  bundles. 

15  Drills,  corn  and  grain  (one- 

horse)  K.  D.,    boxed   or! 
crated  ....'.  ................ 

16  Drills,  field  roller  ..........  | 

17  Drills,  seed  (seeders)  N.  O. 

S.,    including    two-horse 
grain  drills,  and  broadcast 
sowers    (sowing     attach- 
ment  for   farm    wagon), 
S.U  ....................... 

K.  D.,  small  parts  in  pack- 
ages ....................... 

18  Grain    heading    machines, 

K.  D  ,   in    pieces,   small 
parts  in  packages  ......... 

19  Harrows,   Coulter,    packed 

flat  ........................ 

20  Harrows,    disc,    and    com- 

bined  disc   harrows   and 
seeders,  S.  U  ............. 

21  Harrows,  in  sections,  levers, 

iron  and   seats   removed 
and  tied  in  bundles  ....... 

22  Harrows,    N.  O.  S.,    S.  U.. 

with  teeth  ................. 

23  Harrows,  K.  D.  and  tied  in 

bundles,  teeth  removed.. 

24  Harrows,   folded,  rolled  or 

flat,    teeth  in,    but  sharp 
points  not  exposed  ....... 

25  Harrow     frames,      without 

teeth,  K.  D.,  in  bundles. 

26  Harvesting  machines  (self- 

binding  harvesters),  S.U. 

27  Harvesting  machines)  self- 

binding  harvesters)  .  K  .  D., 
small  parts  in  packages, 


3 
Dl 


1 
Dl 


Dl 


Dl 


\VZ 


^AGRICULTURAL  IMPLE- 
MENTS—  Continued. 
sickles     detached      from 
platforms    or    points    of 
sections      protected      by 
wooden  strips,  and  knives 
immovably    fastened    to 
prevent  slipping 

28  Hay  carriers  and  hay  car- 

rier returners 

29  Hay  carrier  track,  in  bdls  .. 

30  Hay  forks  (horse)  *>• 

31  Hay  or    straw   stackers   or 

rickers,  hay  loaders  and 
sweep  rakes,  K.  D.  flat, 
tied  in  bundles,  wheels 

racked,  actual  weight 3 

N.O.S 1 

32  Hay  pulleys,  in   boxes  or 

barrels 

33  Hayracks,  in  bundles. 

34  Hay  slings,  in  bundles 

35  Hay  tedders,  K.  D.  flat  and 

tied  in  bundles 1 

36  Hay  tedders,  N.O.S Dl 

37  Hoes, rotary  (horse-power), 

S.U 1} 

38  Hoes, rotary  (horse-power), 

poles,  seats  and  rotaries 
removed  2 

39  Horse   powers,    tread   and! 

sweep,  S.  U | 

40  Horse    povvers,    tread   and 

sweep,  K.  D.,gear  wheels 
on  or  off  

41  Horse  rakes,  iron,  N.  O.  S., 

or  wood 1 

42  Horse  rakes,  sulky,  S.  U...       Dl 

43  Horse  rakes,  sulky,  K.  D., 

(wheels,  shafts,  tongues, 
frames,  seats  and  cleaners 
detached) 

44  Manure     and      fertilizer 

spreaders,  S.  U 1 

45  Manure     and     fertilizer 

spreaders,  K.  D |         3 

46  Mowers,      lawn,      handles! 

crated,  other  parts  boxed. j         2 

47  Mowers,    lawn,    N.  O.  S.,  I 

S.U 1 

48  Mowers,   lawn,  wheels  on 

or  off,  other  detachable 
parts  removed 

49  Mower  knife  grinders  and 

disc  sharpeners,  boxed  or 
crated.  S.  U i  1 

50  Mower  knife  grinders  and; 

disc  sharpeners,  boxed  or 
crated.  K.  D 2 

51  Pea   hullers,   S.  U.,   mini- 

mum weight,  5,000  Ibs.j 
each 1 

52  Pea    hullers,    taken    apart] 

and  loaded  in  box  cars,  i 
actual  weight I  1 


JSee  Rule  22. 


288 

[3] 

Classification — Continued. 


A 

L.C.L. 

C.  L. 

A 

L.C.L. 

C.  L. 

^AGRICULTURAL  IMPLE- 
MENTS— Continued. 
1  Plows,  gang,  sulky,  rotary 
and    walking,    wheeled, 

s  u  

Dl 

^AGRICULTURAL  IMPLE- 
MENTS— Continued. 
26  Tobacco  transplanters,  S.U 
27  Tobacco  transplanters,  K.D 
flat  and  tied  in  bundles 

Dl 
1 

2fPlows,  gang,  sulky,  rotary 

28  Tree  diggers,  S.  U... 

Dl 

and  walking,  wheeled.  K. 
D.  flatand  tied  in  bundles 
SfPlows,  gang,  sulky,  rotary 

3 

29  Tree  diggers,  K.  D.,in  bdls 
30  Twine,    binding,  for   har- 
vesters, in  bales  

1 
3 

and  walking  wheeled,  K. 
D.  crated  coulter  blades 
attached,    other  require- 
ments as  shown  in  note 

31  Wagons,  tank  (for  farm  en- 
gines) taken  apart,  loaded 
in  box  cars,  estimated  wt. 
2000  each 

1 

below  

3 

32  \Virebinding  for  harvesters 

4 

4  Plows,  listing,  riding,  S.  U. 
5  Plows,  listing,  riding,  K.D 
flat,  and  tied  in  bundles.. 
6  Plows,  listing,  walking,  S.U 

Dl 

3 
1 

83  Agricultural    Implements, 
parts  of,  O.  R.  B.,  C.,and 
rust  or  rel 

7  Plows,  listing,  walking,  K. 

34  All  parts  N.O.S     .     ... 

1 

D.,  in  bundles  

3 

35  Band  cutter  and  self  feeder 

1 

8  Plows,  listing,  walking,  K. 
D.,  boxed  or  crated  
9  Plows,  walking,  N.O.S..S.U 
10  Plows,   walking,  N.  O.  S., 

3 
1 

% 

36  Binder  trucks  
37  Binding  attachmentfor  har- 
vesting machines,   boxed 
or  crated.             '    

3 
3 

JS 

K.  D.  in  bundles  

3 

_ 

38  Bundle  carriers,  in  bundles 

3 

11  Plows,  walking,  N.  O.  S., 

g 

39  Check  rowers      .   .. 

2 

K.  D.,  boxed  or  crated.  . 
12  Potato  diggers,  wheeled,  S. 

3 

g" 

40  Check  rower  wire,  in  bun- 
dles or  on  reels  

3 

g 

U.. 

Dl 

,£3 

£ 

13  Potato  diggers,  wheeled,  K. 
D.  wheels  on  or  off,  other 
detachable  parts  removed 
and  in  packages  

3 

be 
'5 

£ 

a 

and  reel  sticks,  (for  reap- 
ers and    harvesting    ma- 
chines) in  bags  
42  Draoer  sticks  or  apron  slats, 

2 

bl, 

'£ 

£ 

E 

14  Potato  planters,  taken  apart 
wheels  on  or  off,   small 
parts  tied  in  bundles..  . 

1 

3 

'3 

and  reel  sticks(for  reapers 
and  harvesting  machines) 
in  bundles. 

3 

a 
'c 

15  Presses,  hay,  wheels  on  or 
off,  other  detachable  parts 
removed,    small  parts  in 
packages  . 

3 

g 

to 

43  Draper  sticks  or  apron  slats, 
and  reels  ticks  (for  reapers 
and  harvesting  machines) 
in  boxes 

! 

E 

«5 

16  Presses,  hay,  with  or  with- 
out power,  loaded  on  open 

44  Iron,  master  or  bull  wheels, 
N.O.S  

2 

car,  min.  wt.  5000  Ibs  each 
17  Rakes,  stalk,  K.D.  in  bdls. 
18  Reapers  and  mowers,  S.U. 
19  Reapers  and  mower,  wheels 
on  or  off,   other  detach- 
able parts  removed  
20  Sage  brush  grubbers,  S.U. 
with  teeth  

1 

3 
1 

3 

\yz 

45  Iron  castings  (cast  iron  parts 
of  agricultural  implem'nts 
N.O.S.,)each  weighing 
100  Ibs.  or  over  
46  Iron  castings(cast  iron  parts 
of  agricultural  implem'nts 
N.O.S.,)in  boxes  or  bbls. 
47  Iron  castings(cast  iron  parts 

4 
4 

21  Sage  brush  grubbers,  K.  D. 
and  tied  in  bundles,  teeth 

of  agricultural  implem'nts 
N  O  S.Jloose 

1 

removed  

2 

48  Iron    seats  (or  agricultural 

22  Sage  brush  grubbers,  folded 
rolled  or  flat,  teeth  in,  but 
sharp  points  not  exposed 
23  Stalk  cutters,  roller.  S.  U.. 
24  Stalk  cutters,  roller,  K.  D., 
in  pieces,    small  parts  in 
packages  

2 
Dl 

3 

implements)  ,  nested  
49  Knives,  mower  or  reaper  in 
bundles  or  encased  in  brds 
50  Knives,  mowers  or  reapers, 
in  boxes  
51  Steel  cutter  bars  and  section 
grinders,  in  bundles 

2 
1 
2 
1 

25  Stump  pullers... 

3 

6 

52  Sweep  bars  or  levers  

2 

tSee  Rule  22. 

fShipmentsof  gang  and  sulky  plows,  to  be  enttitled  to  K.  D.  rating,  should  have  poles 
detached;  whiflie-trees  and  eveners  detached  and  tied  in  bundles;  levers  detached  and  tied  in 
bundles  or  laid  down  flat  and  tied  to  beams;  and  seats,  wheels  and  coulter  blades  detached. 


289 

[4] 

Classification — Continued. 


A 

L.C.L. 

C.  L. 

A- 

L.C.L. 

C.  L. 

AGRICULTURAL  IMPLE- 
MENTS, PARTS  OF—  Con- 
tinued, 
1  Threshing  machine  teeth, 
in  boxes,  barrels  or  kegs. 

4 

AGRICULTURAL  IMPLE- 
MENTS, PARTS  OF—  Con- 
tinued. 
23  Springs(for  agricultural  im- 
plements) in  boxes  or  bbls 

3 

2  Adjustable  grass  catchers, 
O.R.B.  and  wet,   or  re- 
leased, in  bundles,  boxes 
or  casks 

1 

3     i 

24  Steel  plates  or  shapes  (for 
plow  shares,  mould-bo'rds 
and   cultivator   shovels), 
sheared   to    shape,    not 

3  Coulter  plates,  rolling  coul- 
ters, and  harrow     plates 
and  discs,  in  bundles.... 
4  Coulter  plates,  rolling  coul- 
ters  and  harrow  plates  and 

3 

t5 

further  finished  
25  Teeth,   cultivator,    drag  or 
harrow,  in  bbls.  or  boxes 
26  Teeth,   cultivator,   drag  or 
harrow,  in  bundles 

4 
4 
3 

ts 

to 
to 

discs,  in  boxes  or  casks  .  .  . 
5  Doubletrees,    equalizers, 
neck-yokes      singletrees 

4 

to 

27  Thresher  screens  (made  of 
pressed     sheet    metal) 
boxed  or  crated 

4 

5 

and  whiffletrees,  finished 
6  Doubletrees,     equalizers, 

2 

t6 

28  Wheels,  agricultural  imple- 
ments, N.O.  S  

3 

t5 

neck-yokes,    singletrees, 
and   whiffletrees,   in  the 
white(not  further  finished 
than   dipped,   primed  or 

29  Agricultural     implements, 
Hand.  O.R.B.,  C.,    and 
rust,  or  released  

shellacked),    ironed  
7  Plow  points  and  plow  h'dles 
8  Grain  baggers  used  in  con- 
nection  with  separators, 
for  bagging  grain 

3 
2 

S 

5 

30  Corn     planters  (hand),    in 
bundles,  boxes  or  crates.. 
31  Cultivators,  boxed  or  crated 
32  Corn  hooks  and   knives,  in 
bundles..         

1 

3' 
3 

3 

9  Plow  beams  (iron  or  steel). 
10  Plow  beams(wooden)N  O 

4 

15 

33  Corn  hooks  and   knives,  in 
boxes  

2 

3 

S  ,  in  bundles  

9 

f7 

34  Forks,  in    bundles,    boxes 

11  Plowbeams(wooden)  N.O. 
S     in  boxes  or  crates 

3 

fl 

or  crates,  Barley  (wood  or 
iron).        ..            

2 

3 

12  Plow  handles,  in  bundles, 
boxes  or  crates 

3 

|7 

35  Forks,  hay  and  manure,  in 
bundles,  boxes  or  crates 

2 

3 

13  Plow  handles,     rough,    in 
bundles  or  crates 

4 

|7 

36  Grain  scoops,    in  bundles, 
boxes  or  crates  

2 

3 

14  Plowpoints,bottoms,shares 

37  Hay  knives,  in  bundles  
38  Hay  knives   in  boxes 

1 

9 

3 
3 

boards  (iron  or  steeH,   in 
boxes,  crates  or  casks  
15  Plow  points,  bottoms,shares 
lays,  and  wings  or  mould- 
boards  (iron  or  steel)  N.O. 

4 

f3 

39  Hoe  heads,  in  packages  
40  Hoes,  wheel,  boxed  or  crat'd 
41  Hoes,  N.O.  S.,  including 
rotary  hoes,   in  bundles, 
boxes  and  crates  

3 
1 

2 

3 
3 

3 

g 

fo 

42  Hooks,  bush  or  axes  

2 

5 

16  Plow   shares   and    mould  - 
boards   racked 

4 

to 

43  Potato  hooks,  in  bundles.  .. 
44  Potato    planters,      handles 

2 

3 

17  Poles    finished 

1 

taken    off,    i  n     bundles. 

18  Poles     in   the   white   (not 

boxes  or  crates      .  .. 

9 

3 

further      finished     than 
primed    or    shellacked,  ) 
ironed 

3 

45  Rakes,  in  bundles,  boxes  or 
crates,  wooden  
46  Rakes,  in    bundles,    boxes 

1 

3 

19  Press    drill    shoes  (attach- 

or crates,  iron  

2 

3 

ments   for   seeding    ma- 
chines), in  bundles. 

3 

to 

47  Reaping  sickles,  in  bundles 
48  Reaping  sickles  in  boxes.  .  . 

1 

9 

3 
3 

20  Press   drill    shoes  (attach- 
ment for   seeding    ma- 

f6 

49  Scythes,  in  bundles  
50  Scythes,  boxed  
51  Scythe  rifles 

1 
9 

9 

3 
3 

21  Rake  teeth  (iron,   steel  or 
wood)    in  bundles 

3 

t4 

52  Scythe  snaths,  in  bundles, 
boxes  or  crates  

1 

3 

22  Reaper  and  mower    knife 
sections,    boxed... 

2 

ts 

tC.  L.min.  wt.  20,0001bs. 


—19  R  VV 


290 

[5] 

Classification — Continued. 


L.C.  L.  c.  L,. 


L.C.L.    C.  L. 


AGRICULTURAL      IMPLE- 
MENTS, HAND—  Continued. 

1  Seed  drills,  or  sowers,  boxed 

or  crated 

2  Shovels     and    spades,    in! 

bundles,  boxes  or  crates. 

3  Fanning  mills,  set  up 

4  Fanning  mills,  K.  D.  flat, 

in  bundles 

5  Feed  and  ensilage  cutters, 

set  up 

6  Feed  and  ensilage  cutters, 

K.  D.,  small  parts  in  pack- 
ages   

7  Grain  cradles,  set  up 

8  Grain   cradles,    K.    D.,    in 

bundles 

9  Grain  cradles,  K.  D.,   and 

completely  boxed 


10  Alabastine  (wall  finish) 

11  Albo-carbon,  in  boxes  and 
•    barrels 

12  Albumen,     in     boxes     or 

barrels 

13  Almanacs,  P.  P 

14  Alum,   in  boxes,    kegs   or 

bags 

15  Alum,  in  barrels  or  casks.. S 

16  Alumina | 

17  Alumina,    sulphate   of,    in 

boxes,  kegs  or  bags 

18  Alumina,    sulphate   of,    in 

barrels  or  casks j 

19  Aluminum,  in  packages... 

20  Aluminum,  in  sheets.plates 

or  bars,  in  boxes j 

21  Aluminum  bronze 

22  Aluminum  cable 

23  Aluminum  ingots  and  cast- 

ings, in  boxes ; 

24  Aluminum  ware,  in  boxes! 

or  barrels 

25  Ammonia,      anhydrous 

liquid,  in  iron  drums  or 
tubes ! 

26  Ammonia, aqua  or  ammon-j 

iacal  liquor,  in  carfoys  orS 
bottles 

27  Ammonia,  in  carboys 

28  Ammonia, aqua  or  ammon-j 

iacal  liquor,  in  iron  cans.! 

29  Ammonia,  aqua  or  ammon-! 

iacal  liquor,  in  iron  cans, 
packed  in  cases 

30  Ammonia, aqua  or  ammon- 

iacal  liquor,  in  barrels  or 
iron  drums 

31  Ammonia, aqua  orammon- 

iacal  liquor,  16  degrees 
test,  or  under,  in  tank  cars' 
to  be  furnished  by  ship- 
pers, minimum  weight 
24,000  pounds,  emptyj 
tanks  returned  free . . . 


Dl 


3tl 


t6 


32  Ammonia,  aqua  or  ammon- 

iacal  liquor,  over  16  de- 
grees test,  in  tank  cars, 
taken  only  by  special 
agreement. 

33  Ammonia,     dry,     in    jars, 

packed ~ 

34  Ammonia,  dry,    in  boxes,  | 

kegs  or  bags ! 

35  Ammonia,  dry,    in  barrels 

or  casks i 

36  Ammonia,  nitrate  of ! 

37  Ammonia,  sulphate  of,   in! 

boxes  or  kegs 

38  Ammonia,  sulphate  of,   in 

bags,  barrels  or  casks ; 

39  Ammunition,  fixed [ 

40  Andirons,  in  packages 

41  Animals,    alive    (see    live! 

stock). 

42  Animals,  stuffed,  in  boxes, 

loaded  in  box  cars 

43  Animals,  stuffed,  requiring' 

flat  or  gondola  car,  taken 
only    by    special   agree- 
•     ment. 

44  Annato.  N.  O.  S 

45  Annato,  in  glass  or  earth- 

enware, packed  in  boxes 
or  barrels 

46  Annato,  liquid,  in  wood.. . 

47  Annunciators,    packed     in 

boxes 

48  Anthracine,  dry,  in  barrels 

49  Anti-incrustator,  in  barrels 

50  Antimony  metal,  in  slabs.. 

51  Antimony  metal,  in  boxes, 

barrels  or  casks 

52  Antimony,    crocus    of,    in 

barrels  or  casks 

53  Antimony,  ground  or  pul- 

verized, in  barrels  or 
casks 

54  Apples, inferior, commonly 

known  as  cider  apples,  in 
bulk,  O.  R.P.P 

55  Apples,  dried  or  evaporated 

56  Apples,   green,     P.    P. 

guaranteed 


or 


57  Apples,  green,  chopped  in 

barrels 

58  Apples  and  cider,  mixed.. 

59  Apple  chops 

60  Apple  driers 

61  Apple  parers,  boxed 

62  Apple  waste, green  or  dried 

in  sacks,  boxes  or  barrels 

63  Apple  or  fruit  butter,  jelly, 

sauce     or    preserves,    in 
glass,  packed 

64  Apple  or  fruit  butter,  jelly, 

sauce  or  preserves,  N  .O.S. 

65  Apple  or  fruit  butter,  jelly, 

sauce  or  preserves,  in  cans 

66  Aquariums,  boxed 


4 

Dl 
2 


4 
Dl 


9 

5 

Wheat 
tariff 
rates. 

9 
5" 


Wheat 
tariff 
rates. 


*  Min.  wt.  12,00011)8. 
i  Min.  wt.  is.nroihs. 
t  Min.  wt  2A.oro  ll>s. 


291 


[6] 

Classification — Continued. 


A 

L.C.L.    C.  L.                                 B 

L.C.T,.'  C.  L. 

1 

1  Archery  goods   boxed 

t) 

39  Bags,  feeding  for  animals, 
in  boxes  or  barrels. 

1 

2 
1 

Dl 
2 

2 

3 
3 

Dl 
1 
1 

3 
1 
1 

2  Argols.in  boxes,  kegs,  bags 
barrels  or  casks 

4 
1 

3 
1 

5 

4 

4 

40  Bags,    mail,    or    pouches, 
government,  in  bundles, 
or  gunny  sacks  

3 

3  Armatures,  electric  
4  Arsenic,  crude,  in  kegs  or 
barrels  

41  Bags,  game,   boxed 

5  Artists'  materials  

42  Bags,    rush,     in    bales    or 
boxes 

6  Artists'    stretchers,    S.    U., 
crated  or  boxed,    (C.  L. 
minimum    weight,  20,000 
pounds) 

1 
3 

4 

4 
1 

3 
4 

6 

7 

5 
5 

43  Bags,  moth  paper,   packed 
flat  in  cases  

44  Bag  holders,  iron  or  wood- 
en, in  crates  or  boxes  
45  Ball  bearings,  iron  or  steel, 
(foranti-frictiOn  purposes) 
boxed  

7  Artists'  stretchers,   K.  D., 
crated  or  boxed 

"e" 

3 

8  Asbestos,  in  boxes,   kegs, 
bags,    bales,     barrels    or 
casks. 

46  Ballast  unloaders  
47  Balloons,    N.  O.  S.,   com- 
pressed or  K.D.,  in  pack- 
ages 

9  Asbestos  boiler  or  pipe  cov- 
ering,  in  bundles,    bags, 
crates  or  cases  

10  Asbestos  cloth,  in  packages 
11  Asbestos'  millboard,  in  rolls 
or  cases  

48  Bafls,  base,  in  boxes  or  bbls 
49  Balls,  billiard  or  pool,  bxd 
50  Balls,    glass,    sportsman's, 
in  barrels  or  boxes        .  .. 

4 

'"9" 
10 
6 

5 
6 

9 

9 
9 

9 

5 

12  Ashes,  brass,  in  packages.. 
13  Ashes,   brass  

51  Balls,  rubber,  in  boxes  or 
barrels 

14  Ashes,  cotton  seed  or  wood 
15  Ashes,  lead 

4 
4 

4 
4 

5 
5 

5 
2 

1 

3 

3 
3 

4 
3 
2 
4 

4 
3 

2 
2 

4 

52  Bananas,  P.  P.  or  guaran- 
teed   

16  Ashes,  pearl  or  pot,  in  bar- 
rels or'casks 

53  Bananas,  minimum  weight 
18,000  pounds  (rule  7  not 
to  apply),  P.  P  

3 

17  Ashes,  zinc    

18  Asphaltum,  in  boxes,  kegs 
or  cakes  

54  Bandages,  surgical,   boxed 
55  Barilla  

1 
3 

4 
4 

3 

9 

19  Asphaltum,    in   bags,    bar- 
rels or  casks  

4 

5 
5 

56  Barium,     chloride     of     or 
splate,  in  barrels  or  casks 
57  Barium,  sulphate  of 

20  Asphaltum,  in  bulk  
21  Asphalt    plants,     (flat    cars 
equipped  with  machinery 
for  crushing    bituminous 
work  for  street  paving)  30 
cents  per  car,    per  mile, 
minimum  charge  $23. 
21  Asphaltum  substitute  

58  Barium,    peroxide    of,     in 
kegs,  barrels  or  casks  
59  Bark,  N.  O.  S     

60  Bark,  ground,  in  bags,  bar- 
rels or  casks     ... 

3 
4 
1 

3 

5 
•"4" 

61  Bark,  loose,  in  bags  or  bbls 
62  Bark    Peruvian 

22  Augurs,    post  
23  Augurs  and  augur  bits,  N. 
O.  S.,  boxed  

'"3  " 

63  Bark,  slipery  elm,  in  pack- 
ages 

24  Awnings 

64  Bark,  tan,  spent  or  refuse.. 
65  Bark,  tan  or  leaf,  in  pack- 
ages 

4 
4 

10 

25  Awnings  and  blind  Fixtures, 
iron,  in  packages 

26  Axes,  N.O.  S..  boxed  
27  Axes,     with     handles    at- 
tached, blades  boxed  only 
28  Axes   tobacco  boxed 

5 

5 
5 

6 
5 

66  Bark,  tan  or  leaf  ,  minimum 
weight  20,000  pounds  
67  Bark,  tanners',  compressed 

68  Barley,  common,  in  bags.. 
1  69  Barley,  sprouted  and  brew- 
ers' grains,    in  barrels  or 
sacks. 

o 

9 

Grain 
rates. 

Grain 
rates. 

Grain 
rates. 

5 

3 
5 

5 
5 

1 

1 
4 

29  Axes,  not  boxed,  not  taken. 

B 

30  Babbitt  metal,  in  pigs,  slabs, 
boxes,  barrels  or  casks  
31  Bagging,  clayed,    in  bales 
or  cases  

70  Barley,  sprouted  and  brew- 
ers' grains,  in  bulk,  15,000 
pounds  and  over 

71  Barley,  sprouted  and  brew- 
ers' grains,   in  bulk,    less 
than  15,000   pounds,    not 
taken. 
72  Barometers,  boxed  
73  Barrel    covers,     combined 
wood  and  glass,  in  boxes 
or  barrels    

32  Bagging,  oil  press  or  filter- 
ing cloth  

33  Bags  and   bagging,  burlap 
or  gunny,  in  bales  or  rolls 
34  Bags  and   bagging,  burlap 
or   gunny,  second-hand, 
in  bundles,  bags  or  bales. 
35  Bags,  clayed,  in  bales  
36  Bags,  cotton,  N.  O.  S.,  in 
bales  or  cases  

5 

fi 
5 

3 
3 

6 

74  Barrel  racks  or  stands,  port- 
able, in  bundles  or  crates 

75  Barrels,  empty: 
76  Ale  or  beer  hogsheads,  bar- 
rels, half  &quarter-  barrels, 

37  Bags,  grain  or  salt,  cotton, 
in  bales  or  trusses  
38  Bags,  grain  or  salt,  cotton, 
second-hand,  in   bundles 
or  bags... 

292 

[7] 
Classification — Continued . 


L.C.L. 


c.  L. 


L.C.L 


1  BARRELS,    EMPTY  —  Con- 

tinued, 

sixth-barrels  or  eighth-bar- 
rels, new,  actual  weight.. 

2  Ale  or  beer  hogsheads,  bar- 

rels, half -barrels,  quarter- 
ter- barrels,  sixth -barrels 
or  eighth- barrels,  new. 
minimum  weight  12,000 
Ibs.  (Rule  7  not  to  apply) 

3  Apple  barrels,  new  or  old, 

30  Ibs.  each 

4  Apple  half-barrels,  new  or 

old.  20  Ibs.  each 

5  Beef, liquor,  oil,  pork,  vine- 

gar, cider,  molasses,  syrup 
and  other  tight  barrels, 
new,  75  Ibs.  each 

6  Beef, liquor,  oil,  pork,  vine- 

gar, cider,  molasses,  syrup 
and  other  tight  half-bar- 
rels, new,  50  Ibs  each 

7  Casks,    N.    O.,    S.,    actual 

weight 

8  Casks  requiring  flat  or  gon- 

dola car,  minimum  weight 
4,000  Ibs.  each 

9  Cracker  barrels,  new  or  old, 

30  Ibs.  each 

10  Flour  barrels,  new  or  old, 30 

Ibs.  each 

11  Flour   half-barrels.  20    Ibs. 

each 

12  Hogsheads, crockery  empty 

or  with  straw,  min.  C.L. 
15,000  Ibs 

13  Hogsheads, tobacco,  empty 

C.  L.,  min.  wt.  15,000  Ibs.. 

14  Kegs,  N.  O.  S., actual  wt... 

15  Kegs,  N.  O.  S.,  in  crate  or 

cases,  actual  weight 

16  Kegs,  N.O.  S 

17  Kegsand  half-barrels, liqu'r 

18  Kegs,  nail,  10  Ibs.  each 

19  Kegs, nail 

20  Kegs,powder,wooden,51bs 

each 

21  Kegs, washer,  10  Ibs.  each.. 

22  Kegs,  white  lead 

23  Paper  barrels,  30  Ibs.  each . . 

24  Paper   half -barrels,   20  Ibs. 

each 

25  Paper  kegs,  15  Ibs.  each  ... 

26  Patent  fruit  barrels,  K.  D., 

in  bundles 

27  Puncheons,  N.  O.  S.,  actual 

weight 

28  Puncheons,  requiring  flat  or 

gondola  car,  minimum 
weight  4,000  Ibs.  each 

29  Sugar  barrels,  new  or  old, 

30  Ibs.  each 

30  Tierces, N.  O.  S., actual  wt. 

31  Tierces,  beef,  lard  or  pork, 

old  actual  weight 

32  All   other   barrels.  100  Ibs. 

each 


BARRELS,    EMPTY  —  Con- 
tinued. 

33  Empty  barrels  or  kegs,  old 

not  including  apple,  flour 
or  sugar  barrels  or  empty 
beer  packages,  actual  wt. . 

34  Empty  beer  packages,  old, 

at  estimated  weights,  as 
follows:  Hogsheads,  180 
Ibs.  each;  barrels,  100  Ibs. 
each;  half -barrels,  55  Ibs. 
each;  quarter- barrels,  30 
Ibs.  each;  eighth-barrels 
20  Ibs.  each;  (see  note)  .. 

35  Barrels,   casks  and  tierces, 

empty,  all  kinds,  new  «>r| 
old,  min.  weight  12,000j 
Ibs.  (Rule  7  not  to  apply) 

36  Wooden    packing   drums, 

nested,  subject  to  mini- 
mum weights  on  paper 
barrels,  half-barrels  and 
kegs,  unless  actual  weight 
is  greater,  when  actual 
weight  shall  be  charged 
(C.  L.,min.  wt.  12,000 Ibs) 

37  Wood  pulp  drums,  1 

75  Ibs.  each i  //-,  T 

38  Wood  pulp  barrels,    (^' 

30  Ibs.  each 

39  Wood  pulp  half-bar- 

rels,  20  Ibs.  each.. 

40  Wood  pulp  kegs,  15 

Ibs.  each J 

41  Barrows,  baggage,  S.  U 

42  Barrows,  baggage,  K.  D.. .. 

43  Barrows,  furnace  charging, 

iron 

44  Barytes 

45  Basins   and     bowls,  wash. 

iron  or  steel,  porcelain 
lined,  in  packages 

46  Baskets,  brass,  for  passen- 

ger cars,  in  boxes 

47  Baskets,  wire,    nested,    in 

bundles,  boxes  or  crates. 

48  Baskets,    in    bales,    crates, 

cases  or  hamper 

49  Baskets,  not  nested,  in  bun- 

dles  

50  Baskets,   N.  O.  S.,   nested 

in  bundles 

51  Baskets,  combination  can- 

vas and  wood,  folded  flat 
in  crates 

52  Baskets,  fruit  or  peach,  pa- 

per (C.  L..  minimum  wt. 
12,000  Ibs.) 

53  Baskets,  K.  D.  flat,  in  bun- 

dles  

54  Baskets,  galvanized  iron  or 

steel,  L.  C.  L.,  nested  in| 
bundles ! 

55  Baskets,    oyerhandled,    in] 

bundles  with  ends  placed  i 
in  each  other,  C.  L., min- 
imum weight  12, 000  Ibs. .. I 


3 
1 
1 

Dl 

4tl 
U 

1 
3tl 


3tl 


t  Aggregate  charge  not  to  exceed  that  which  would  accrue  by  charging  8th  class  rates 
based  on  minimum  weight  of  20,000  Ibs. 


293 


[8] 

Classification — Continued. 


It 

L.C.L. 

C.  L. 

li 

L.C.L, 

C.  L. 

1  Baskets,  overhandled,  cov- 

38 Bells,  electric 

9 

ers  and  handles  taken  off 

39  Bells,  N.  O.  S. 

2 

5 

and  packed  separately  and 
the  baskets  nested  in  bun- 
dles (C.  L.,  minimum  wt. 
20,000  Ibs.)  

I1/, 

5 

40  Bells,    iron,   hammers  and 
clappers    detached    and 
tied  in  bundles  or  boxed. 
41  Belting,  canvas,  leather  or 

3 

5 

2  Baskets,  stave,  splint,  rattan, 

rubber    

9 

6 

willow,  nested,  in  bundles 
or  crates                ... 

1 

42  Belt  fasteners,  machinery, 
iron  or  steel,    in    boxes, 

3  Baskets  N   O.S.,  minimum 

barrels  or  casks 

4 

5 

weight  12,000  Ibs.  (Rule  7 
not  to  apply) 

3 

43  Belt   shifters,    iron    or 
wood       

2 

3 

4  Basket  material,  N.  O.  S., 
(notrattan,  reed  or  willow) 

44  Belts,  cartridges  or  cartridge 
pouches,  boxed     

1 

in  bundles  

4 

45  Benches,    cabinet   makers' 

5  Basket  material,  N.  O.  S., 
(not  rattan,  reed  or  wil- 
low) 

6 

and  carpenters',  wooden, 
K.   D.   flat,    in    bundles, 
crates  or  boxes 

3 

5 

6  Bate,  tanners',  dry,  in  pack- 
ages 

3 

5 

46  Benches,  work,    N.  O.  S., 
S.  U         .   .      . 

V/2 

7  Bats,  base    ball,  in    pack- 
ages. 

3 

5 

47  Benches,    work,    K.    D., 
flat  

2 

8  Bats,  cricket,  in  packages... 
9  Batteries,  electric,  N.  O.  S 

1 

"  "4" 

48  Berries,    dried.    N.  O.  S., 
in  glass,  packed    

1 

3 

10  Battery  element  carbon   in 

49  Berries,  dried,  N.O.S. 

4 

boxes  or  barrels 

2 

4 

50  Berries  of  all  kinds,  except 

11  Battery  jars  and  zincs,  ship- 
ped together    

9 

5 

cranberries,  green,  P.  P. 
or  guaranteed,  minimum 

12  Battery  cups  or  cylinders 

weight  20,  000  Ibs  

1 

5 

carbon,  in  boxes  

1 

3 

51  Bicycles    and     tricycles, 

13  Battery  plates,  lead,  in  box- 
es 

3 

4 

crated,  O.  R.  (C.  L.,  min- 
imum wt.  10,000  Ibs.) 

Dl 

j 

14  Battery  zincs,  in  boxes  or 
barrels. 

3 

5 

52  Bicycles  and  tricycles,  parts 
of,  boxed             .  . 

1 

3 

15  Bayonets,  boxed     .... 

1 

53  Bicycle  air  pumps,  in  box- 

16 Beads,  glass    in  barrels  or 

es  

1 

boxes  

1 

54  Bicycle  forks,  steel,  in  the 

rough,  in  packages 

3 

warp 

1 

4 

55  Bicycle  stands,  S.  U. 

1 

18  Beams  warp  not  wrapped 

3 

5 

56  Bicycle  stands    K.  D 

2 

19  Beans,  castor 

4 

5 

57  Bicycle   stands,    in     pack- 

20 Beans  cocoa 

2 

4 

ages 

2 

21  Beans,  honey 

2 

58  Billiard  cues,  boxed  

1 

3 

22  Beans,  tonka  

1 

59  Billiard  cue  stock  or  stuff, 

23  Beans,  vanilla 

Dl 

wooden,  in  the  rough,  in 

crates  or  boxes 

3 

or  bundles  (this  does  not 

60  Billiard  and    pool    tables, 
boxed  . 

1 

3 

household  goocit>)  P.  P.  .. 
25  Bed    rail    fastenings    and 
hooks,  iron,  in  packages. 
26  Beds,  feather,  boxed  

1 

4 
Dl 

5 

61  Billiard  tables,  not  boxed, 
not  taken. 
62  Billiard    table     slabs    and 
slates,  crated  or  boxed.  .. 

2 

27  Bee  comb   or    bee    comb 

2 

63  Billiard     table     slabs     and 
slates 

4 

28  Beehives,  S.  U  

Dl 

9 

64  Billiard     table    slabs    and 

29  Bee  hives,  K.  D.,  in  bun- 
dles, crates  or  boxes. 

3 

9 

slates,  not  crated  or  boxed 
L.  C.  L.  not  taken. 

30  Bee  smokers,  in  boxes   or 
barrels 

1 

65  Billiard  table  stuff  ,  wooden, 
in  the  white,  in  crates  or 

31  Beef  powdered 

1 

3 

boxes  

3 

5 

32  Beer  preserve  or  coolers  .  .  . 
33  Bees,  in  hives,  P.  P 

1 

3tl 

66  Binding  or  tape,  cotton,  in 
bales  or  cases  

1 

34  Bees,    in  hives,  car  loads, 
man  in  charge  carried 
free                       

3 

67  Bird  trimmings  for  hats  or 
bonnets,  incases  
68  Birds,  stuffed,  in  boxes... 

Dl 
3tl 

35  Beeswax 

i 

3 

69  Biscuit   (C.    L.,    minimum 

36  Bellows 

i 

wt.  20  000  Ibs.)  

4 

5 

37  Bellows  fold  coupling  (for 
car  vestibules),  folded  flat 
in    bundles,    bales    or 
crates  .  .  . 

1 

70  Bismuth,  in  packages  

1 

294 


[9] 

Classification — Continued . 


B 

L.C.L. 

C.  L. 

It 

L.C.L. 

C.L. 

1  Bi-sulphide  of  Carbon    in 

26  Bleaching  fluid,  in  carboys 

1 

tin    cans,    boxed,    taken 
only    by   special    agree- 

27 Bleaching  fluid,   in   glass, 
packed 

1 

3 

ment  (see  note.) 
NOTE—  If  accepted  for  trans- 
portation as  above,  the  follow- 
ing conditions  should  be  re- 
quired:   Cans  to  be  made  of 
tin  not  lighter  than  28  gauge; 

28  Bleaching  fluid,  in  wood  .. 
29  Blind  and  awning  fixtures, 
iron  ,  in  packages  
30  Blinds    or    porch    shades, 
bamboo,    in    bundles    or 
bales  

3 
3 

1 

5 

the  same  to  be  provided  with 

31  Blinds    or    porch    shades, 
Wooden,  in  boxes 

sealed  with  cement,  and  boxes 

32  Block  shells,  wood  . 

to    be   stencilled    ''Inflamm- 

33 Blocks,  brush 

a 

able,"    "Bi-sulphide  of  Car- 
bon "  "This  Side  Up  "  "Han- 

34 Blocks,  burr  (for  grist  mills) 
35  Blocks,  butchers'. 

5 

dle  With  Care." 
2  Blackboard  erasers,  in  crates 
or  boxes         ..        

3 

36  Blocks,  paving,  concrete  .. 
37  Blocks,  paving,  wood  

5 
5 

6 
Lum- 
ber 

3  Blackboard  pointers,  wood- 
en, in  crates  or  boxes  
4  Blackboards,  silicate,  boxed 
5  Blackboards  slate  boxed 

2 

3 
3 

""5" 

38  Blocks,  pulley  or  tackle  .... 
39  Blocks,  ribbon,  strawboard 
or  paper,  in  packages 

3 
3tl 

rates 

6  Blackboards,  slate,  crated  as 
follows*    Crates  to  be  of 

40  Blocks,  ribbon,  wooden,  in 
packages  .         

3 

5 

material  not  less  than  one 
inch  in  thickness,  and  of 
the    following    dimen- 

41 Blocks,  shuttle,  wood  or  iron 
42  Blocks,  shuttle,  wooden,  in 
the  rough     .... 

2 
4 

6 

sions:    End  pieces,  three 
inches  wide  ;  slats  or  cross 
pieces,  two  inches  wide, 

43  Blocks,  toy,  alphabet   and 
building,  wood  or  stone, 
boxed  

1 

and   not    exceeding    six 
inches  apart;  strengthen- 
ing strips  on  each  side, 
extending   from    end    to 
end  of  crate,  three  inches 
wide 

3 

44  Blood,  dried,  in  packages.. 
45  Blood,  liquid,  in  packages. 
46  Blotter  baths,  iron  boxed  .  . 
47  Bluing,  dry,  in  packages.. 
48  Bluing,    liquid,    in    glass, 
packed 

4 
3 
2 

4 

3 

10 
5 

5 

7 

7  Blackboards,  slate,  in  crates 
of  material  of  less  dimen- 
sions than  as  above  spec- 

49 Bluing,  liquid,  in  bbls  
50  Boards,  academy  or  artists', 
in  cases  

4 
1 

7 

ified,  not  taken. 
8  Blackboards    slate 

6 

51  Boards,  advertising,    plain 
(not  signs),    in  bundles, 

9  Blackboards,    wooden,    K. 
D    crated  or  boxed 

3 

5 

loaded  in  box  cars  
52  Board,  binders'  . 

3 
3 

5 

& 

10  Blacking,  Curriers',  in  cans, 
jacketed 

1 

53  Boards,    bread,     wood     or 
metal,  boxed  or  crated  . 

3 

5 

11  Blacking,  Curriers',  in  cans, 
boxed  . 

2 

54  Boards,    cigar   makers',   in 
crates  or  boxes        

3 

7 

12  Blacking,  Curriers',  in  wood 
13  Blacking  or  dressing,  har- 
ness, in  cans,  boxed  
14  Blacking,    harness   oil,    in 
cans,  boxed 

3 
2 
2 

5 
4 
4 

55  Boards,   drapery,   wooden, 
crated  boxed  
56  Boards,  engraving,  wooden, 
in  the   white,    crated   or 
boxed       

2 
3 

5 

15  Blacking,  shoe,  in  glass  or 
earthenware,    packed    in 
bbls  or  boxes  . 

4 

57  Board,  filter  or  filter  mass, 
wood  pulp,  in  packages  . 
58  Boards,    follow,    in   racks 

3 

5 

16  Blacking,  shoe,  N.O.S.... 
17  Blacking,  stove,  in  glass  or 
earthenware,    packed    in 
bbls.  or  boxes 

3 
2 

4 
4 

crates  or  boxes  
59  Boards,  meat,  b'x'd  or  crat'd 
60  Boards,    ironing,    wooden, 
in  packages  .     ... 

3 
3 

3 

5 

5 

5 

18  Blacking,  stove,  N.  O.  S... 
19  Bladders,  dry,   inflated,  in 
bbls.  or  boxes 

3 
3tl 

4 

61  Board,  lap,  boxed  or  crated 
62  Boats,  row,  or  canoes,  load- 
ed in  box  cars 

2 
3tl 

4 
6 

20  Bladders,  dry,  not  inflated, 
in  bbls.  or  boxes 

63  Boats,  row.  or  canoes,  re- 
quiring   flat   or    gondola 

21  Bladders,  pickled,  in  bbls. 
or  tierces 

3 

car,  minimum  weight  4,  - 
000  Ibs  each 

1 

6 

22  Bladders  or  sounds,  fish,  in 
bags,  boxes  or  bbls  
23  Blankets,  N.  O.  S  ,  in  bales 
or  cases 

1 
1 

64  Boats,  row,  or  canoes,  mini- 
mum weight,  10,  000  Ibs... 
65  Boats,  row,  or  canoes,  re- 
quiring two  flat  or  gon- 

6 

24  Blankets,  shoddy,  pressed 
in  bales    .... 

1 

dola     cars,     minimum 
weight  10,000  Ibs.  for  each 

25  Bleach  or  bleaching  powder 

car  . 

6 

in  casks  .  . 

4 

6 

295 


[10] 

Classification —  Continued . 


B 

L.C.L. 

C.  L. 

B 

L.C.L. 

C.  L. 

1  Boats,  sectional,  galvanized 
iron,  K.  D.,  nested  
2  Bobbins,  iron  

Dl 

2 

43  Bottle   stoppers,   combina- 
tion rubber  and  metal,  in 
bbls.  or  boxes  

3 

3  Bobbins,  wooden  
4  Boiler  cleansing:  compound 
in  cans,  jacketed 

2 

3 

6 

44  Bottle   stoppers,  combina- 
tion  rubber,    metal    and 
earthenware,  in  boxes  or 

5  Boiler  cleansing  compound 

bbls        .  . 

3 

dry,  N.  O.  S.,  in  boxes, 
barrels  or  casks 

3 

6 

45  Bottle   stoppers    or    caps, 
combination  tin  or  wire, 

6  Boiler  cleansing  compound 

in  boxes  or  bbls 

2 

liquid,  in  bbls  

4 

6 

46  Bottle  covers  or  wrappers, 

7  Boiler  flue  scrapers,  iron  or 
steel,  in  boxes    ... 

3 

flat,  in  bundles,  crates  or 
boxes  

4 

8  Boiler,  range,  copper 

2 

4 

47  Bottle  covers  or  wrappers, 

9  Boiler,  range,  iron  

3 

5 

minimum    weight    20,000 

10  Boiler  stands,  range,  iron 

3 

5 

Ibs  

8 

11  Boilers,  N.  O.  S.,  loaded  in 
box  cars 

3 

6 

48  Bowling  alleys,  K.  D.,  in 
crates  or  boxes 

3 

7 

12  Boilers,  N.  O.  S.,  requiring 
flat  or  gondola  car 

1 

G 

49  Bowling  alley  balls,  wood- 
en, boxed  . 

2 

NOTE  —  Boilers   weighing  3 

50  Boxes,  annealing  

3 

5 

tons  or  over,  to  be  loaded  and 
unloaded  at  risk  and  expense 
of  shipper  and  consignee. 
13  Boilers,  sectional,  in  parts.. 
14  Boilers,  wash,    copper,    in 
crates  or  boxes  

•        O 

2 

5 
4 

51  Boxes,  bail,  fig,  grease,  salt 
or   spice,    wooden,    bent 
rim  or  round,  in  crates  or 
cases    (C.    L.,    minimum 
weight  20.  000  Ibs.)  
52  Boxes,     ballot,     combined 

1 

5 

15  Boilers,  wash,    iron,    cop- 
pered, boxed  or  crated  
16  Bone  black  

2 
2 

4 

6 

wood  and  glass,  boxed  .  .  . 
53  Boxes,  band  or  hat,  paper, 
boxed  

Dl 
Dl 

3 

17  Bone  black  screenings  . 

2 

6 

54  Boxes,  butter,  wooden,  in 

18  Bone  black,  hydro-carbon- 
ated, in  oil,  in  bbls.  .mini- 
mum weight  400  Ibs.  per 

4 

crates  or  cases  (C.  L.,  min- 
imum weight  20,000  Ibs.). 
55  Boxes,  cases  or  trays,  jewel- 
ry, boxed  

1 
Dl 

5 

19  Bone  dust. 

4 

7 

56  Boxes,  chemical   fibre,    in 

20  Bones,  in  packages  .. 

4 

crates  or  boxes  

IX 

21  Bones  

9 

57  Boxes,  cigar,  crated    

Dl 

5 

22  Bone  meal,  in  boxes  or  bbls 
23  Books,  blank,  in  boxes 

4 
4 

7 
7 

58  Boxes,    cigar,    completely 
boxed    

1 

5 

24  Books,  N.  (J.  S.,in  boxes... 
25  Books,  school  copy  
26  Boot,  crimps,  in  boxes  or 
bbls 

1 
2 

9 

2 

5 

59  Boxes,  cigar,  not  crated  or 
boxed,  not  taken. 
60  Boxes,  cooling,  filled  with 
coiled  pipe 

3 

5 

27  Boot  trees,  in  boxes  or  bbls. 

2 

61  Boxes,  document,  N.  O.  S., 

28  Booths,  election   iron  steel 

crated  or  boxed  . 

Dl 

or  wooden,   K.  D.  flat  or 
folded  flat  

5 

7 

62  Boxes,  document,  nested, 
crated  or  boxed  .    .  . 

1 

29  Boots  and  shoes,  in  boxes.. 
30  Boots   and   shoes,    felt    in 
boxes  

\ 
1 

63  Boxes,      document,      not 
crated  or  boxed,  not  taken 
64  Boxes,  electrotype  . 

2 

5 

31  Boots  and  shoes,  old  leather 
in  bulk,  P.  P  

4 

9 

65  Boxes,     feed,     galvanized 
iron,  crated  or  boxed 

3 

32  Boralumine  (wall  finish)  ... 
33  Borax,  in    boxes,  kegs    or 

4 

5 

66  Boxes,    fibre,  N.  O.  S.,    in 
crates  or  boxes  

Dl 

bags  . 

2 

4 

67  Boxes   fish    empty 

4 

34  Borax,  in  bbls 

3 

4 

68  Boxes,  leatheroid,  in  crates 

35  Bottles,  paper,  boxed  

3 

4 

or  boxes  

1J£ 

36  Bottles,  cut  glass,  in  p'kg'es 
37  Bottles,  glass,   N.  O.  S.,  in 
packages  . 

1 
3 

3 

69  Boxes,  machinery,    empty 
(C.  L.,  minimum  weight 
20  000  Ibs.) 

3 

5 

38  Bottles,  glass,  N.  O.  S. 

5 

70  Boxes,  meat,  empty  

4 

39  Bottle  caps,  paper  or  wood 
pulp,  in  boxes  or  bbls.  . 

2 

71  Boxes,  paper,  druggists'  pill 
or  powder,  or  jewelers', 

40  Bottle  caps     tin    or   metal 

in  boxes  or  bbls 

Dl 

foil.N.  O.  S  ,  in  boxes.... 
41  Bottle   caps,    wooden,     in 
packages  

3 

4 

72  Boxes,  paper,  druggists'  pill 
or  powder,  or  jewelers', 
nested,  in  boxes  or  bbls.  . 

1 

42  Bottle   stoppers,  combina- 
tion rubber  and  metal,  in 
sacks  .. 

2 

296 


[ii] 
Classification — Continued. 


1*                          JL.C.L.    C.  L. 

u 

L.C.L. 

C.L. 

I  Boxes,  paper,  K.D.,  flat  in 
bundles,  crates  or  boxes. 
2  Boxes,    paper,    N.    U.    S., 
crated  or  boxed      .  .. 

2 
3tl 
1 

4 

!  34  Bread,   hard  (C.  L.,  mini- 
mum weight  20,  000  Ibs  
35  Bread,  liquid,  in  glass,  pkd. 
36  Bread  meal  or  dust,  in  pkgs. 
37  Brewers'  refuse,  corn  germ 
feed  and  barley  sprouts.  .  . 
38  Brie  a  brae. 

2 

4 

5 
1 
4 

4 
3 
5 

10 

"  8" 

3  Boxes,  paper,  nested,  N.O. 
S.,  crated  or  boxed    

4  Boxes,    paper,    N.    O.   S., 
crated   or    boxed,    mini- 
mum weight  12,  000  Ibs  

3 
4 

39  Brick,  bath,  in  bbls.  or  bxs. 
40  Brick,  bath  

5  Boxes  or  pails,  paper,  small, 
for  oysters,  candy,  etc., 
nested,  in  bdls.,  crates  or 
boxes    (C.   L.   minimum 
weight  24,000  Ibs)  

2 
Dl 
1 

1 
2 
Dl 

1 
3 

2 
1 

3 

1 
2 

41  Brick,  cinder,  in  packages. 
42  Brick,  cinder  

4 

10 

43  Brick,    cork    (composition 
cork  and  asphalt),  in  pkgs. 
44  Brick,  common  or  fire,  loose 
or  in  bundles. 

3 
3 
5 

4 
4 

1 

3 
4 

3 
4 

3 

6  Boxes,  thread  trays,  made 
of  wood  and  pasteboard  .  . 
7  Boxes,  police  patrol,  iron, 

s.  u  „  

45  Brick,  common  or  fire,  in 
bbls.  or  in  boxes  

10 

10 

7 
10 
5 

5 

5 
10 

6 
Lum- 
ber 
rates 

5 

46  Brick,  common  or  fire,  flue 
lining   and    fire   clay, 
straight  or  mixed  
47  Brick,  enameled,  in  bbls.  or 
boxes  and  in  bulk. 

8  Boxes,     postal    or    letter, 
crated  or  boxed  
9  Boxes,  tin,  packed  in  cases 
10  Boxes  or  cases,  toilet,  bxd. 
11  Boxes  or  cases,  toilet,  filled 
with  toilet  sets,  brushes, 
combs,  files,  scissors,  etc., 
boxed  

5 

..„.. 

5 

8 
8 
8 

Lum- 
ber 
rates 

Grain 
rates 

48  Brick,  hollow  

49  Brick,  for  stove  lining,  loose 
50  Brick,   for  stove  lining,   in 
bundles  

12  Boxes,  toilet  paper,    iron, 
in  boxes  or  bdls  

51  Brick,  for  stove  lining,  in 
bbls.  or  boxes      .  .. 

13  Boxes,  toilet  paper,  metal, 
N.O.S.,  in  boxes  or  bdls. 
14  Boxes,  tool,  empty  
15  Boxes,  water  meter,  cement 
(including  iron  covers)... 
16  Boxes,    wooden,     empty, 
N.O.  S.,  (C.L.,  minimum 
weight  20,  000  Ibs  

52  Brick,  pressed  or  paving  ... 
53  Bridge  builders'  outfit,  con- 
sisting  of   second  -  hand 
tools,  old  ropes,  pulleys, 
hoist  jacks,  etc  

54  Bridge  material,  wooden... 

53  Brimstone,  in  .boxes,  kegs 
or  bags  

17  Boxes,  wd'n.,trn'd.  by  lathe 
L.,  min.  wt.  20,000  Ibs)  .... 

18  Box  stuff,  wooden  in  bun- 
dles or  racks  

4 

56  Brimstone,  in  bbls.  or  hhds. 
57  Brimstone.  .. 

6 

19  Box  stuff,  wooden        

58  Bristles  . 

3 

1 
1 

1 

1 

1 
3 
1 

1 

2 
1 
2 

2 

59  Britannia  metal 

20  Braces,  bit,  in  bxs.  or  bbls. 
21  Bran,  in  bbls.  or  sacks  

22  Bran  

2 
5 

60  Britannia  ware,  in  bbls.  or 
boxes  

61  Bromide,  in  iron  drums  
;  62  Bromine,  in  glass,  packed 

3 

3 

23  Bran,  in  sacks,  2,  000  Ibs.  or 
over  same  as  flour    .. 

in  boxes  
63  Bromine,  in  iron  drums  
64  Bronze,    liquid,    in   glass, 
packed  in  boxes 

24  Brass  goods,  N.  O.  S 

1 

3 
2 

3 
3 
2 

1 

Dl 

2 
2 

4 

25  Brass,  ingots,  pig,  residue, 
rolls,  sheet,  blanks,  plates, 
tubing,  flues,  rods,  nails, 
bolts,  screws  and  rivets.  .  . 
26  Brass  nozzles,  in  packages. 
27  Brass  valves  and  pipe  fit- 
tings, in  boxes  or  bbls..  .. 
28  Brass  scrap,  in  bales,  bbls.  or 
casks. 

65  Bronze,  liquid,  in  bbls.  or 
casks  

66  Bronze   ware,    in    bbls.   or 
boxes  

67  Brooms  and  broom  brushes, 
in  bundles 

68  Brooms  and  broom  brushes, 
in  crates  or  boxes  
69  Brooms,  splint,  in  bundles. 
70  Broom  corn  balers,  K.  D.  .. 
71  Broom    corn,     pressed    in 
bales  

9 
4 

29  Brass,  sheet,  perforated,  in 
boxes  or  bbls  

5 

30  Brass  vessels  (except  caul- 
drons and  kettles),  under 
3  ft.  in  diameter  
31  Brass  vessels  (except  caul- 
drons and  kettles),   3  ft. 
and  over  in  diameter  
32  Brass  vessels.  N.  O.  S.,  in 
boxes  or  bbls  

72  Broom    corn,     pressed    in 
bales,    minimum    weight 
12,  000  Ibs. 

73  Broom  corn,  loose,  not  taken 
74  Broom  corn  scrapers  

1 

75  Broom  corn  waste,  in  bales, 
minimum    weight    12,000 
Ibs..  C.L 

2 

5 

33  Bread,  brown,  in  cans,  bxd. 

297 

[12] 

Classification — Continued. 


R 

L.C.L. 

C.  L. 

i 

C 

L.C.L. 

C.L. 

1  Broom  holders,  iron,  K.D., 
crated  or  boxed  

32  Butter,  butter  grease,  but- 
terine,  oleomargarine 

2  Broom  holders  or  racks, 
wooden,  K.  D.  or  folded. 

olive  butter  and  purola, 
in  wood    

3 

4 

crated  or  boxed 

2 

33  Buttons,  boxed 

1 

3  Brushes,   N.  O.  S.,  in  bun- 

34 Button  blanks    .... 

3 

dles  or  boxes  

1 

3 

4  Brushes,  scrubbing,  in  bun- 
dles or  boxes  

2 

3 

5  Buckets,  chain  pump  com- 
bination, rubber  and  iron, 
in  packages  

3 

C 

6  Buckets,  elevator,  tin, 
nested,  in  packages  

3 

6 

35  Cabinets: 
36  Cabinets,  bath,  K.  D.,  flat 

7  Buckets,  elevator,  iron  or 
steel,  nested,  in  packages 

4 

6 

or  folded  flat,   crated  or 
boxed 

3 

8  Buckets,   elevator,    pump, 
galvanized  iron,  in  pkgs. 
9  Buckets,  elevator,  N.  O.  S., 
in  packages 

3 
2 

6 

6 

37  Cabinets,  coffee,  wrapped, 
crated  or  boxed   (C.  L., 
min.  weight  16,000  Ibs  .... 
38  Cabinets,  coffe,  not  wrap- 

1 

3 

10  Buckets,   galvanized   iron, 
nested,  in  bundles  or  racks 
11  Buckets,  wooden  or  indur- 
ated fibre,   in  bundles  or 
racks   (C.  L.,  miniumum 
weight  20.  000  Ibs.)  
12  Buckles,    clothing   or   sus- 
pender, boxed  

3 

1 
1 

6 
5 

ped,  crated  or  boxed,  not 
taken. 
39  Cabinets  or  cases,  cracker, 
N  .  O.  S.  ,  crated  or  boxed  . 
40  Cabinets  or  cases,  cracker, 
K.D.,  flat,  crated  or  boxed 
41  Cabinets,  dental,  wrapped, 
crated  or  boxed  

Dl 
1 
1 

13  Buckles,  turn  
14  Buckwheat  

4 

5 

5 
Grain 

42  Cabinets,  drug,  boxed  
43  Cabinets   or  cases,   filing, 

1 

15  Buffing,  caked  compound. 
16  Bulbs,  garden,  in  packages, 
P.P  

3 
2 

5 
5 

44  Cabinets   or  cases,    filing, 
not  crated  or  boxed,  not 
taken. 

17  Burial  cases  or  coffins: 

45  Cabinets,    fishing    tackle, 
boxed          .      ...         ,, 

1 

18  Coffin  boxes,  plain  pack- 
ing, empty,  nested. 

2 

46  Cabinets,    fruit,    wrapped, 
crated  or  boxed  (C    L 

19  Coffin  braces,  iron,  in  pack- 
ages 

3 

min.  weight,  16,  000  Ibs... 
47  Cabinets  or  cases    gloves 

1 

3 

20  Coffin  stock  or  stuff,  wood- 

wooden, crated  or  boxed. 

1 

en  in  the  white.  . 

3 

5 

48  Cabinets    or     cases      hat 

21  Coffin  trimmings,  plated  or 
cloth  covered,  boxed. 

2 

wooden,  wrapped,  crated 
or  boxed 

\yz 

22  Burial  cases,  metallic  or 
wooden  

1 

4 

49  Cabinets,     oil,     crated     or 
boxed       .  .. 

1 

23  Burlaps(including  stiffened 
burlaps),  in  bales  or  rolls 

4 

5 

50  Cabinets,  oil,   min.  weight 
16,000  Ibs     ...             .     .. 

3 

24  Burners,  natural  gas,  iron, 
loose. 

1 

51    Cabinets,  phonograph, 
crated  or  boxed  (C    L 

25  Burners,  natural  gas,  boxed 

3 

min.  weight  12,000  Ibs  

1*6 

2 

26  Bustles,  N.  O.S.,  in  boxes. 
27  Bustles,  wire  or  steel,  nested 

Dl 

52  Cabinets   or   cases,    pie, 
wrapped,  crated  or  boxed. 

V/Z 

in  boxes  

1 

53  Cabinets   or  cases,    Pie, 

28  Butter,  butter  grease,  but- 

min.  weight  12,000  Ibs  

o 

terine,  oleomargarine, 
olive  butter  and  purola, 

54  Cabinets,     pneumatic, 
iron        ... 

2 

5 

in  earthenware  crocks.  . 

Dl 

55  Cabinets,    printers',   crated 

29  Butter,  butter  grease,  but- 
terine,  oleomargarine, 

or  boxed  (C.L.,  minimum 
weight  10,  000  Ibs.) 

2 

4 

olive  butter  and  purola, 
in  earthenware  crocks  or 
jars,  securely  packed  in 

56  Cabinets  or  cases,   railroad 
ticket  or  timetable,  crated 
or  boxed  ... 

1 

cases. 

1 

4 

57  Cabinets     shoe,    wrapped, 

30  Butter    butter  grease    but 

crated  or  boxed 

\yz 

terine,  oleomargarine, 
olive  butter  and  purola, 
in  tin  cans  or  tin  pails  
31  Butter,     cheese,    eggs,    in 
mixed   C.  L.,    minimum 
weight  20,  000  Ibs... 

3 

4 

3 

58  Cabinets,  spice,  wrapped, 
crated   or  boxed  (C.  L., 
min.  weight  16,000  Ibs.)  .. 
59  Cabinets,  thread,  wrapped, 
crated  or  boxed   (C.  L., 
min.  weight  16,  000  Ibs.)  .. 

1 
1 

3 
3 

298 

[13] 

Classification — Continued. 


<j 

L.C.L. 

C.  L. 

C 

L.C.  L. 

C.  L. 

1  Cabinets   or    cases,    type- 
writer and  caligraph  (C. 
L.,     minimum     weight, 
12  000  Ibs)             

1/2 

2 

35  Canned   goods,    including 
mince  meat,  meats,  fish, 
fruit,    soup,     vegetables 
(all  kinds),  fish  chowder, 

2  Cabinets  or  cases,  chewing- 
gum    (not   show   cases), 
boxed                             .  .. 

1 

catsup  in  tins,  preserves, 
fruit  butter,  cavier,  clam 
juice,  deviled  and  potted 

3  Cabinets  or   cases,    physi- 
cians'    or     surgeons', 
wrapped,  crated  or  boxed  . 
4  Cabinets,     ribbon,       with 
glass,  boxed 

1« 

Dl 

meats,   fish,    vegetables, 
sardines,     canned     milk 
and  beef  extracts  in  tins, 
including  syrup  in  cans, 
boxed,    arid   plum    pud- 

5 Cabinets,   ribbon,   without 

ding  in  cans  

4 

5 

glass,  boxed  or  crated  .... 
6  Cabinets,  sewing  machine. 

1 
1 



36  Can  stock,    milk,    tin,     in 
parts,  boxed  or  crated  

3 

6 

7  Cabinets,  sportsman    

m 

37  Cannon,   cannon  balls  and 

8  Cabinets   hardware,  K.  D. 

caissons  . 

2 

5 

boxed  . 

i 

38  Cannon  shells,  empty  

2 

5 

9  Cabinets,  tobacco,  (revolv- 
ing    stand     with     glass 

39  Cans,    ash    and     garbage, 
iron    loose 

\yz 

doors)    S.  U 

Dl 

40  Cans,     ash    and    garbage, 

10  Cabinets  tobacco    (revolv- 

iron, nested 

2 

ing     stand     with      glass 
doors),  K    D 

1 

41  Cans,  cartridge,  sheet  iron, 
loose 

Dl 

11  Cracker  and   cookie   cases 
and    counter    combined 

42  Cans,  cartridge,  sheet  iron, 
crated          ... 

l1^ 

(display  cases)  

134 

43  Cans,  empty,  tin,  all  kinds, 

12  Cracker  and   cookie   cases 
and    counter    combined 
(display   cases),    K.    D., 
fiat   boxed 

2 

including     fruit,      vege- 
table, paint  oil,  lard,  var- 
nish, coffee,  tea,  cracker 
and  bread,   etc.,  all  with 

13  Cages,  bird,  N.O.S.,  boxed 
14  Cages,  bird,  tops  taken  off 
and    tops    and    bottoms 

Dl 



or  without  bails,  handles 
or  ears,  plain  or  painted, 
crated  or  boxed 

1 

nested,  boxed 

1 

44  Cans,  empty,  tin,  all  kinds, 

15  Cages,  iron,  mining,  S.  U. 

1 

crated  or  boxed,  nested  .  . 

2 

16  Cages,  iron,  mining,  K..  D. 

4 

45  Cans,  tin,  minimum  weight 

17  Cake,  linseed 

5 

15,  000  Ibs            

5 

18  Cakes    (C.    L.,     minimum 
weight,  20,000  Ibs.)  . 

4 

5 

46  Cans,   tin,    old,    returned, 
minimum   weight    15,000 

19  Calendars   boxed 

] 

Ibs 

6 

20  Calcimine  (wall  finish)  
21  Calcium,    chloride   of,     in 
barrels  or  iron  drums  
22  Calsium,  phosphate  of,  in 
barrels  

4 
4 
4 

5 
5 

5 

47  Cans,  oil,  galvanized  iron, 
in  crates  or  boxes  
48  Cans,  iron,  empty,  N.  O.S. 
49  Cans,  leatheroid,  in  crates 
or  boxes  

1 
1 

1H 

23  Calcium  solution,    in  tank 
cars  to  be   furnished   by 

50  Cans,  oil,  glass,  naked,  in 
packages 

i 

shipper,minimum  weight 
24,000   Ibs.,  empty   tanks 
returned  free  

9 

51  Cans,    oil,    glass,     naked, 
packed  in  bulk,  minimum 
weight  16,  000  Ibs        

3 

24  Calf  weaners,  in  bundles  or 
boxes  

2 

52  Cans,  oil.  glass,  in  tin,  wire 
or  wood  jackets,  crated  or 

25  Camphor   flowers  or   sub- 

boxed 

9 

limed  camphor  in  pack- 
ages       ...          

2 

3 

53  Cans,  oil,  glass,  in  tin,  wire 
or   wood   jackets,    mini- 

26 Camphorine,  in  boxes... 

1 

mum    weight   20,000   Ibs. 

27  Candles.. 

4 

5 

(  Rule  7  not  to  apply)  

4 

28  Canes 

1 

6 

54  Cans,  railroad,  (milk  ship- 

29 Canteens,  boxed  
30  Can  jackets,  loose 

1 
Dl 

ping),  O.  R.  B.  and  jam- 
ming or  released,   mini- 

31 Can  jackets,    N.  O.  S.,  in 
crates  or  boxes  

2 

mum  weight  15,000  Ibs  ... 
55  Canvas,  N.  O.  S.,  in  bales 

1 

4 

32  Can      jackets,      minimum 

or  cases 

1 

weight,  20,000  Ibs  

5 

56  Canvas,   cotton,    (in  bales 

33  Can  openers,  iron  

3 

or  boxes)    

3 

34  Can  tops  and  bottoms,  tin 
or  galvanized  iron  nested 

57  Canvas,   jute,    in  bales   or 
cases 

3 

packed  in   boxes  or  bar- 
rels 

4 

6 

58  Canvas,   linen,  in  bales  or 
cases 

1 

59  Caps,  percussion,   N.  O.  S. 

1 

299 

[14] 

Classification — Continn  ec! . 


c 

L.C.  L. 

C.  L. 

C 

L.C.L. 

C.L. 

1  Caps,  percussion,  high  ex- 
plosive.   Taken  only  by 

32  Carpeting,  wood,  in  bdls, 
crates  or  boxes 

3 

7 

special  agreement. 
2  Capstans  .            ... 

3 

5 

33  Carpet  beaters,  rattan,  reefl 
or  willow,  in  bales  or 

3  Capstan  bars,   wooden,  in 

hampers  .  . 

Dl 

the  white 

4 

5 

34  Carpet  beaters,  rattan   reed 



4  Capsules,  gelatine,  in  pkgs. 
5§Carbon,  carbide  of,  includ- 
ing  aceylene    gas  pow- 
der,  in   iron  drums  or  in 

1 

or  willow,  boxed  
35  Carpet  beaters,  wire,  with 
wooden  handles,  in  boxes 
or  barrels    

1 
1 

tin  cans,  boxed  or  com- 
pletely jacketed  

3 

5 

36  Carpet  binding;    metallic, 
in  boxes  or  barrels  

3 

6  Carbon,  in  bulk  

6 

37  Carpet  chain  

1 

7  Carbon,  bi-sulphide  of,  in 
iron  drums 

3 

4 

38  Carpet  mill  sweepings,  in 
bags,  sacks  or  crates 

2 

8  Carbon,   bi-sulphide  of,  in 
tin    cans,    boxed,     taken 
only    by   special   agree- 

39 Carpet  mill  sweepings,  in 
bags  or  sacks,  minimum 
weight  20,000  Ibs 

5 

ment.    (See  Note). 
9  NOTE.—  If      accepted     for 
transportation   as  above 

40  Carpet  mill  sweepings, 
pressed  in  bales,  or  in 
casks  or  hhds 

5 

the  following  conditions 
should  be  required  :  Cans 
to   be    made   of   tin    not 
lighter  than  28  guage:  the 
same  to  be  provided  with 

41  Carpet  mill  sweepings,  in 
bulk,  not  taken. 
42  Carpet  samples,  in  cases.  .. 
43  Carpet  sweepers,  loose  or 
boxed  

1 
2 

4 

iron  or  steel  screw  stop- 
pers, sealed  with  cement, 
and  boxes  to  be  stenciled 

44  Carriers,  ale,  beer  or  mineral 
water,  rmpty  or  contain- 
ing bottles  

4 

5. 

"Jnrlammable;      Bi-sul- 
phide of  Carbon";  "This 
side  up";    ''Handle  with 

45  Carriers,  ale,  beer  or  mineral 
water  packages.,  at  esti- 
mated weights 

4 

5 

care." 
10  Carbon,  crushed,  in  boxes 
or  barrels  
11  Carbon,  black,  and  blacks, 

2 

4 

NOTE—  See  weights  on  page  7 
under   head    of     Kmpty 
Beer  Packages,  old. 
46  Carriers  or  cases,  egg  

4 

N.   O.  S.,   in    barrels    or 
casks   (C.    L.,    minimum 
weight  10,  000  Ibs)  

Ifcg 

3 

47  Carrier  fillers,  egg,  straw- 
board  or  wood,  K.  D.  flat 
incases,  (minimum  C.L. 

12  Carbon  black    and  blacks 

weight  20,000) 

4 

7 

N.  O.  S.,   in  bags,    in   L. 
C.  L.,  not  taken. 
13  Carbon   black,  and  blacks, 
N.  O.  S.,  in  bags,  mini- 
mum weight  lOjOOO  Ibs., 
to  be  loaded  and  unloaded 
by  shipper  and  consignee 

3 

48  Carriers   or  railways,   cash 
or  parcel,  crated  or  boxed 
49tCarriers,  empty,  returned, 
prepaid     or   guaranteed, 
subject  to  Rule  20. 
50  Ale,  beer,  beer  tonic,  min- 
eral water  and  porter  pkgs 

1 

14  Carbon     brushes,     electric 
motor,  boxed 

2 

4 

at  following  estimated 
weights:  O.  R.B.orloss 

15  Carbons,  electric  light,  bxd 
16  Carboys,   naked,   in    pkgs. 
17  Carboys,    naked,    packed, 
in  bulk,  minimum  weight 
20,  000  Ibs 

2 
2 

4 

7 

orrel.,hhds,1801bs.;bbls. 
100  Ibs.  each;  U  bbls.,  55 
Ibs.  each;  V4  bbls.,  30  Ibs. 
each;  VH  bbls.,  20  Ibs.  each. 
51  Bottles,  in    cases,  with   or 

18  Carbovs,  empty  

4 

6 

without  covers,  2  doz.  qts., 

. 

19  Carboys,  empty,  refd  O.  R. 
20  Carboys  or  jugs,lead,  empty 
21  Carboys    or     jugs,      lead, 
empty,  returned  

4 

4 

4 

6 
6 

9 

50  Ibs.  per  case;  4  doz.  qts., 
90  Ibs.  per  case  ;  2  doz.  pts., 
35  Ibs.  per  case  ;  3  doz.  pts., 
50  Ibs.  per  case  ;  4  doz.  pts., 

U 

"* 

22  Carburetors  crated  or  boxed 

1 

4 

75  Ibs.  per  case  

23  Card   board   or    paper,    in 
bundles,  crates  or  boxes. 
24  Card   clothing  or   belting, 
for  cotton  or  woole  n  mills 

2 

9 

3 

52  Bottles,  in  casks,  with  or 
without  heads:  6  doz.  qts. 
or  10  doz.  pts.,  125  Ibs.  per 
casjk 

3! 

25  Cards,  N.  O.  S  
26  Cards,  cattle  or  horse  
27  Cards,  cotton  or  wool  
28  Cards,  playing  

1 
1 

1 
1 

2 

2 

NOTE  —The  name  of  shipper 
and  original  point  of 
shipment  must  be  shown 
on  way-  billsand  exp.  bills 

29  Cards,  show,  chromo,   ad- 
vertising   boxtd    P  P 

1 

3 

53  Acid  and  ammonia  cylind- 
ers or  drums  .  .. 

30  Carpets  and  carp'g.  N  O  S 

1 

54  Bags,  cement  

j 

3!  Carpeting,  jute  or  hemp.  .'. 

2 

s  Packages  must  be  plainly  labeled  ',  Dangerous  if  not  kept  dry.' 
i  Charges  for  any  shipment  of  carriers  returned  should  not  exceed  what  would  accrue  by 
application  of  ratings  shown  for  the  same  packages  new. 


300 


[15] 

Classification — Continued. 


c 

L.C.L 

C.  L. 

C 

L.C.L. 

L.  C. 

}  CARRIER'S,    EMPTY,    RE- 
TURNED,  PRTEPAID  OR 

41  Reels,  cable  and  wire  rope, 
in  box  cars    .  . 

4 

1       9 
I   Min. 

GUARANTEED—  Continued. 
1  Bags,  or  sacks,    N.  O.  S., 
in  bundles  or  bales,  O.  R 

42  On  flat  car,    min.  weight, 
5,000  Ibs 

4 

1-   Wt. 
.|  21.000 
J    Ibs. 

C..   fire  and  wet,   or  re- 
leased     

4 

43  Safe  harness  (iron)  
44  Sheet  lead  carriers  (boxes) 

4 
4 

2  Beams;  bobbins;  cores,  N. 

45  Tar  barrels 

4 

O.  S.;   reels,  (except  ca- 

46 Telephone  packing  boxes 

4 

1 

ble);    spools;   pa-per 
frames,  tied  in  bundles; 

47  Wooden  boxes,  N.  O.  S., 
nested 

4 

and  Carboy  frames;    re- 

48 Vinegar  barrels 

4 

turned  to  manufacturers. 

4 

49  fCARS: 

3  Bottles,  soda  and   pop,  in 
boxes,   barrels   or  casks, 
with  or  without  covers  or 

50  Baggage,  express,  mail,  8c 
per  car  per  mile,  min.  50 
miles  

heads,  O.  R.  B.  or  loss,  or 
rel 

^Hth 

51  Box,  caboose  or  stock  cars 

4  Bottles,  N.  O.  S.,  and  jugs, 
in  boxes,  barrels  or  casks, 
with  or  without  covers  or 
heads,  O.R.B.  or  loss,  or 
released,  actual  weight.. 

4 

per  mile,  min.  50  miles... 
52  Box,  caboose  or  stock  cars 
(four  wheel)  coal  and  flat 
cars,  4c  per  car  per  mile, 
min.  50  miles 

5  Bottle  cases      .  .  . 

4 

53  Box    K    D    loaded  in  box 

&  Butter  crocks,  or  jars,  O.  R. 
B.,  or  released,  boxed.... 
7  Butter  stands  

4 
4 

cars,  min.  wt.  24,  000  Ibs  ... 
54  Brick,  hand,  mining,  plan- 
tation, cane,  push,  min 

1 

6 

8  Butter  tubs  and  firkins  

4 

C.  L  wt.  24,000  Ibs     .  .   .. 

1 

6 

9  Cans,  in  boxes,  barrels   or 
crates  

4 

55  Chair,  dining,  parlor,  sleep- 
12c  per  car  per  mile  min 

10  Cans,  jacketed  

3 

50  miles 

12  Car  seal  boxes  
13  Cheese  boxes      .  .. 

4 
4 

• 

56  Combination   and   passen- 
ger (day  coach)    lOc  per 

14  Cider  barrels 

4 

15  Coops  

4 

57  Dump      K.     D       released 

16  Cracker  boxes 

4 

min    C    L    wt  24  000  Ibs' 

g 

17  Crackers  cans  (tin,  boxed).. 
18  Crates 

4 

4 

58  Inspection,  Steam,  'min.  C. 
L  wt  24  000  Ibs 

\Vo 

6 

19  Egg  carriers  or  cases  

4 

59  Logging,    narrow    guage 

20  Fish  boxes  or  cars 

4 

min  C  L  wt  24  000  Ibs 

\ 

g 

21  Fruit  baskets,  boxes,  chests 
and  crates 

4 

60  Standard  guage  K.  D.,min. 
C.  L  wt  24  000  Ibs 

1 

6 

22  Fruit  refrigerators 

4 

23  Fruit  tree  boxes     .  . 

1 

standard  guage  flat  cars 

24  Garden  seed  boxes  

4 

7 

min.  C.  L.  wt.  24,000  Ibs 

6 

25  Glycerine  barrels  

4 

62  Standard    guage      K     D 

26  Iron  drums,  N.  O.  S. 

4 

27  Iron  lard  cans  

4 

C.  L.  wt.  24  000  Ibs. 

6 

28  Iron  oil  barrels  

4 

63  Street   ORB   and  C     or 

29  Kegs,  powder,  (wooden  or 
iron  

4 

rel.,  cable   and    electric, 
and     electric     street    car 

30  Lamp  boxes 

1 

sprinklers    min    wt  8  000 

31  Liquor  packages  (wooden) 

4 

Ibs.  each  

1 

32  Meat  boxes  or  carriers  
33  Milk  and  cream  cans  

4 
4 

One-horse,  min.  wt.  6,000 
each 

1 

34  Mineral  water  cans  .  .  . 
35  Oil  barrels  .  . 

4 
4 

Two-horse,  min.  wt.  8,000 
each  . 

1 

36  Oil  cases  

4 

64  Street    cars    and     motors 

37  Oyster  pails 

4 

38  Piano  boxes  

D  4 

R.  B.  and  C.  or  rel 

1% 

39  Powder  magazines  

4 

65  Tank;  loaded  on  flat  cars, 

40  Railway    trucks     (used    to 

min.  C.  L.  wt.  24,  000  Ibs 

6 

transport  rolling  stock)  .. 

9 

On  own  wheels,  6c  per  car 
per  mile,  min.  50  miles. 
Empty,  returned;  special 
contract;     no    mileage 
will  be  paid,  loaded  or 
empty,  either  way  

t  Charges  for  any  shipment  of  carriers  returned  should  not  exceed  what  would  accrue  by 
application  of  ratings  shown  for  the  same  packages  new. 

§  Rates  apply  on  cars  on  their  own  wheels,  also  upon  narrow  guage  equipment  upon 
standaid  guage  tracks  furnished  by  shipper. 


HOI 


[16] 

Classification — Continued. 


c 

L.C.L. 

C.  L. 

C 

L  C.L. 

C.  L. 

1  Cars    and    steam    motors, 
combined;    street  cars, 
street   cars'  and    motors, 
combined,  O.R.B.  and  C. 
or  released*  loaded  on  flat 

37  Ceiling  and    other   inside 
house  finishing  wood,  or 
house  trimmings  (wood) 
N.  O.  S.  in  bundles,  crates 
or  boxes  

4 

cars  N.  O.  S.,    min.  wt. 
24  000  Ibs 

6 

38  Ceiling   and    other   inside 
finishing  wood,  or  house 

Loaded  on  cars  over  34 

trimmings  (wood)  N.O.S. 

7 

ft.    in    length,     min.    wt. 
48,  000  Ibs  

6 

39  Ceiling  boards,  base  boards, 
paneling     boards,    wain- 

2 Cars,  fish    empty         

3 

5 

scoting   boards,   window 

3  Car  pushers 

4 

casing  boards  and  floor- 

4 Car  re  placers,  iron  

4 

ing  boards,  in  lull  lumber 

5  Car   replacers,    wood    or 
wood  and  iron  combined. 
6  Cases,  blacking  (C.  L.  min. 
20  000  Ibs) 

3 
1 

5 
3 

lengths,  same  as  lumber. 
40  Celluloid  goods,  N.O.S... 
41  Celluloid   scrap,    in    bags, 
boxes  or  bbls 

3 

7  Cases,  map,  crated  or  boxed 
8  Cases,    mailing,   liquid,  in 
cases 

1 
1 

42  Cellulose,  in  bags,  sacks  or 
cases  
43  Cement,  N.  O.  S 

1 
1 

4 

9  Cases  mug,  boxed  or  crated 

1 

44  Cement,  in  glass  or  earth- 

10 Cases,  transformers,  electric 

1 

enware,  packed  In  boxes 

11  Cases  type,  racked 

1 

or  bbls  

1 

3 

12  Cases,  display,  butter  and 
cheese    or    icfrigerators 

45  Cement,  liquid,  N.O.S.,  in 
cans,  boxed 

2 

boxed  or  crated 

1 

46  Cement,  liquid,  N.O.  S.,in 

13  Cases  (metallic  for  screws, 

wood  .       , 

3 

5 

bolts  and  shot),  in  boxes 
or  barrels  
14  Cases     screw    and    bolt 

3 



47  Cement,  Asbestos  
48  Cement,  boiler  or  pipe  cov- 
ering, N.  O.  S 

4 
4 

6 
8 

(wooden)  boxed  or  crated 
15  Cases,  printers',  in  bundles 
or  racks  (C.  L.,  min.  wt. 
10,000  Ibs.)  

1 

2 

4 

49  Cement,  building  
50  Cement  or  ceiling  wax,  fruit 
can  or  jar,  in  boxes  or  bbls. 
51  Cement,     gas     titters',     in 

5 
4 

9 
5 

16  Cases    or    cabinets,    seed, 

boxes  or  bbls  

4 

5 

wrapped,  crated  or  boxed 
(C  L  min  wt  16  000  Ibs  ) 

I 

3 

52  Cement  and  lime,  mixed, 
C.  L.. 

8 

17  Cases,  shot,  boxed 

53  Cement,    paving    tar    and 

18  Cash  boxes,  street  car  cra- 

pitch 

5 

9 

ted  or  boxed        

1 

54  Cement,      window     caps, 

19  Cash    railways    and     cash 
alarm  tills,  boxed  or  tied 
flat  in  bundles 

1 

sills,   chimney  tops   and 
similar  articles  for  build- 
ing purposes  

4 

7 

20  Cash    registers,    crated    or 
boxed 

1 

4 

55  Cereal  products,  including 
barleyene,  ceraline,  grits, 

21  Casings,  sausages,  in  pack- 
ages   
22  Cassia 

4 

8 

corraline,        frumentum, 
maizone,  maltoid,  maca- 
roni, hominy,  oat  meal, 

23  Castings,   beer  table,  iron, 
in  packages  
24  Castings,  -brass,  N.O.  S.,  in 
boxes  or  barrels 

3 
3 

5 

rolled    oats,    dried  peas, 
split     peas,    rice,    sago, 
sago  flour,  tapioca,  tapi- 
oca flour,  granola,  break- 

25 Castings,      brass,       rough, 
loose,  over  100  Ibs.  each  .  . 
26  Castings,  bronze,  N.  O.  S. 
27  Castings,    furnace,    iron  or 
steel,  in  boxes  or  barrels. 
28  Castings,  furnace,   iron    or 
steel,  loose  
29  Castor    bean,     pomace    or 
residue  
30  Cat's  tail 

3 
2 

4 
3 

4 
1 

4 
4 

5     1 
5 
10 

fast  food,  cracked  or  rolled 
wheat,  wheat  germ  meal, 
wheatlet,      wheatena, 
breakfast   flakes,    barley, 
beans,  corn  meal,  lentils, 
rice   flour,    potato  flour, 
self-rising  flour,  pancake 
flour,     farina,     farinose, 
samp,    cream   of   maize, 
and    all   cereal    prepara- 

31 Catsup,  in  glass,  packed.... 
32  Catsup,  in  buckets  or  pails, 
loose                                 — 

4 

4 

5 

tions   in    barrels,    boxes, 
bags  or  packages,  except- 
ing in    paper    bags,    and 

33  Catsup,  in  buckets  or  pails, 
crated  or  boxed  

4 

5 

including  crystal  flake  or 
crystal  rice,  pop  corn,  on 
ear  or  shelled 

4 

5 

casks  

4 

5 

56  Cereal  products  or  prepa- 

35 Cattle  dehorners,    in  bun- 
dles 

1 

rations,  N.  O.  S.,  in  bulk, 
in  sacks  or  bbls  

5 

6 

36  Cauliflower   pickled  salted 

57  Chain    hemp  or  woolen 

1 

or  in  brine 

4 

5 

58  Chalk  or  chalk  crayons,  in 

boxes  

2 

5 

302 

[17] 

Classification — Continued 


|L.C.:L. 


C.L. 


1  Chalk  or  chalk   crayons  in 

bbls 

2  Chalk,  French,  powdered, 

in  bbls.  or  casks 

3  Chalk,  crude,  in  bulk 

4  Chandeliers,  glass,  in  boxes 

bbls.  or  casks 

5  Chandeliers,  metal, in  boxes 

bbls.  or  casks 

6  Charcoal  ground  in  boxes, 

bbls.  or  bags 

7  Charcoal    lump     in     bags, 

bbls.  or  hhds 

8  Charcoal,  wt.m in.  20, 000 Ibs. 

9  Charts,  boxed 

10  Cheese,  in  glass,  packed  .. 

11  Cheese,     in    earthernware 

crocks  or  jars,  packed  in 
cases 

12  Cheese  in  boxes   or  casks, 

C.L.mim.wt.  20,000  Ibs. 

13  Cheese  box  stuff 

14  Cheese  boxes,  empty,   (C. 

L.  min.  wt.    15,000  Ibs.).. 

15  Cheese  vats,  S.  U.   loaded 

in  box  cars 

16  Cheese  vats  completely  K. 

D 

17  Cheese  vats,  S.  U.,   requir- 

ing flat  or  gondola  car, 
min .  wt.  4, 000  Ibs.  each . . 

18  Cheese  vats,    too  large   to 

load  in  box  cars 

19  Chemical  apparatus,  N.  O. 

S.,  packed  in  boxes  or  bbls 

20  Chests,  bolting,  K.  D 

21  Chickory,    in  bags,    boxes 

or  bbls 

22  Chimney  caps,  iron  or  steel 

(not  galvanized  sheet 
iron )  crated  or  boxed 

23  China  ware,  in  boxes 

24  China  ware  in  bbls  or  casks 

25  China  ware  in  hampers  NOT 

TAKEN. 

26  Chips,  potato,  Saratoga,  in 

bbls  or  boxes 

27  Chips,  poker,  boxed 

28  Chips,  meerschaum, boxed 

29  Chips,  quassia,  boxed 

30  Chocolate  and  all  prepara- 

tions thereof,  except 
candy 

31  Chocolate,      common      in 

cases,  drums,  pails,  nail 
bbls.  and  bbls,  at  agreed 
valuation  of  7c  Ib 

32  Chromos,  unframed, boxed 

33  Chromos,  framed,  same  as 

paintings  and  pictures 

34  Chutes,    oat   cleaning    for 

stables,  (C.  L.  min.  wt 
16,000  Ibs) 

35  Chutes,  mail,  boxed 

36  Cider  and  cider  syrup,   in 

glass,  boxed 

37  Cider  and  cider  syrup,  in 

glass,  packed  in  bbls.  or 
casks  . . , 


3 

4 

1 
Dl 

3 


38  Cider  and  Cider  syrup   in 

wood 

39  Cider  and  apples  mixed.. .. 

40  Cigars  and  Cigarettes,  box- 

ed, N.O.S' 

41  Cigars  and  cigarettes,  box- 

ed,   corded    sealed    and 

strapped.  (See  note) 

NOTE. — Boxes  must  be  strap- 
ped with  wood,  iron  or 
twisted  wire  straps  at  the 
ends  and  corded  (not 
wired)  in  the  center,  cord 
to  pass  in  andoutthrough 
each  and  every  board  on 
the  four  sides  of  the  box, 
tightly  drawn  aud  sealed 
with  lead  seals. 

42  Cigar  cases,    pocket,  crated 

or  boxed 

43  Cigar  cutters,  iron  in  boxes 

44  Cigar  lighters,  wooden,  in 

bbls.  or  boxes 

45  Cigar   lighters,     including 

electric     cigar    lighters, 
boxed 

46  Cigar  shapers,  iron  in  boxes 

47  Cinder  in  packages 

48  Cinder,  per  gross  ton  2,240 

Ibs.,  same  as  2,000  Ibs 

49  Cinder  buggies 

50  Cisterna,  slate,  boxed 

51  Citron,  green,  P.  P 

52  Citron,  sugar  cured 

53  Citron,  peel 

54  Clay,  N.  O.  S 

55  Clay,   fire 

56  Clay,  tire  and  brick,  com- 

mon or  fire .  mixed 

57  Cleaners,  window  in   bun- 

dles, crates  or  boxes 

58  Clippers,  hair  boxed 

59  Clips,  letter  file,  boxed.... 
GO  Clocks,  boxed 

61  Clock  cases,  boxed 

62  Clock  signs,  wood,  boxed 

63  Clock  weights,    boxed 

61  Closets,  earth,  loose 

65  Closets,  earth,  racked | 

66  Cloth,  Brattice,  in  bales  or 

rolls I 

67  Cloth,  emery 

68  Cloth,  filtering 

69  Cloth,    hair,    in    bales     or 

boxes  

70  Cloth,  rubber 

71  Cloth,  wire,  released 

72  Clothes  lifters,  in  crates  or 

cases  

73  Clothes  line  or  cable,   hol- 

low wire,  in  boxes  or  bbls. 

74  Clothes  line  props  or  sup- 

ports, in  bundles  or  crates 

75  Clothes  lines,  in  packages 

76  Clothing,  boxed 

77  Clothing,  oiled 


L.C.L.    C.  L. 


4 
Dl 

1 


303 


[18] 

Classification — Continued. 


L.C.L. 


c.  L. 


L.C.L. 


C.  L. 


1  Clothing  in  canvas  bales,  j 

iron  hooped i  1J 

2  Cloves  or  clove  stems i  2 

3  Coal  in  packages 4 


4  Coal  soft 

5  Coal,  cannel,  in  packages.          4 

6  Coal,  cannel 

7  Coal  chutes.  N.  O.  S.  K.  D.          4 

8  Coal  chutes,  iron   or  steel, 

(for  coal  delivery  wagons)j         4 

9  Coal  dumping  tubs  or  buck- i 

ets,  iron 2 

10  Coal,  hard,  in  bulk, ' 

11  Coaline,  in  bbls f         3 

12  Coal  saving  compound, dry, 

in  boxes  or  bbls ' [         4 

13  Coal    saving     compound, 

liquid,  in  bbls 3 

14  Coal    vases,    in   crates     or 

boxes 

15  Cobalt  Oxide 1 

16  Cochineal 1 

17  Cocks.  N.O.  S 2 

18  Cocoa 2 

19  Cocoa  or  coating  butter,   in 

bags 1 

20  Cocoa  or  coating  butter,   in 

wood 2 

21  Cocoanuts,  in  bags 2 

22  Cocoanut,     dessicated,     in 

glass,  packed 

23  Cocoanut,  dessicated,  N.O. 

S |         3 

24  Cocoanut  husks 3 

25  Cocoanut  skin  shavings  or 

refuse  in  bags  or  t bis 3 

26  Coffee,  in  single  or  double, 

sacks 5 

27  Coffee,  ground  or  roasted . .          5 

28  Coffee,  condensed,  in  glass 

packed !         1 

29  Coffee,  condensed,  in  cans          5 

30  Coffee,  extract  or  essense, 

in  glass,  packed 1 

31  Coffee,  extractor  essense, 

N.O.S 5 

32  Coffee  mixtures  or  substi- 

tutes. N.  O.S 5 

33  Coils,  iron,  for  steam  heat- 

ing   3 

34  Coils,    field     dynamos     or 

motor,  boxed \         1 

35  Coils,  transformer,  electric 

boxed 1 

36  Coke,  in  packages 4 

37  Coke 

38  Coke,   petroleum 

39  Coke  dust 

40  Coloring,  butter'or  cheese, 

in  glass  or  jugs,  boxed.,  .i         1 

41  Coloring,  butter  or  cheese, 

in  kegs  or  bbls 2 

42  Combs,  N.O.  S.  boxed....  1 

43  Combs,  curry  in  Boxes 3 

44  Comforts,  bed,  in  bales  or 

cases 1 

45  Compound  core,  liquid,  for 

iron  or  brass  foundries. ...  4 

46  Compound,     welding       ini 

boxes 3 

47  Compound,     welding,      ini 

bbls  or  casks  . .  4 


soft 

coal| 

rates 


48  Condensers,  steam 

49  Conduits,  electrical  insula- 

tion, iron 

50  Conduits,  electrical  insulat- 

ed, tarred  felt  or  paper,  in 
bundles,  crates  or  boxes.. 

51  Cpnduits,  electrical  insulat- 

ing, terra  cotta 

52  Conduits,  indurated  fiber,  in 

bundles,  crates  or   boxes 

53  Conduits,  wooden,  (creoso- 

ted  lumber)  

54  Confectionery   and    candy 

N.O.  S..... . 

55  Confectionery  and  candy, in 

glass  packed 

56  Confectionery  and  candy, 

in  baskets,  packed  in  cases 

57  Confectionery  and  candy  in 

pails  or  cases  weighing 
not  less  than  25  Ibs.  each 

58  Confectionery  and  candy,  in 

cases,  drums  or  pails,  at 
agreed  valuation  of  7c  per 
Ib 

59  Confectionery    and    candy 

in  half  bbls.  or  bbls.  at 
agreed  valuation  of  7c  per 
Ib 

60  Contractors'  or  graders'.out 

fit.  inducing  not  to  ex- 
ceed ten  horses  and  mules 
NOTE.— When  cars  contain 
horses  or  mules  one  man 
in  charge  will  be  carried 
free,  and  in  such  cases 
agents  will  use  the  Live 
Stock  contract.  No  free 
return  passage  will  be 
given. 

61  Controllers,  electric  motor. 

62  Converters  or   transformers 

electric 

63  Conveyor  flights,  wooden, 

in  bags,  boxes  or  bbls 

64  Converors  and  fixtures,  iron 

or  steel,  N.O.  S 

65  Conveyors,  grain  or   porta- 

table  wagon  dump  and 
elevator,  complete  in- 
cluding horse  power  and 
jack  for  dumping  wagons 
K .  D.  in  sections 

66  Cookers,  feed,  steam, K.  D 

N.O.  S 

67  Cooperage  stock,  N.  O.  S. 

in  bundles  or  crates 

68  Cooperage  stock,  N.O.    S. 

67  Coops,  chicken,  empty 

70  Copper,  bolts,    nails  rods, 

rivets,  washers,  sheet, 
plates,  blanks,  tubing, 
screws  and  tiues 

71  Copper  bottoms 

72  Copper,   brass,    bronze,    or 

wall  finishing  metal  pow 
ders  in  boxes 

73  Copper   and  brass   foil    or 

leaf,  in  boxes 


Lum- 
ber 
rate. 


304 

[19] 

Classification — Continued. 


c 

L.C.L 

C.  L. 

c 

L.C.L. 

C.  L. 

1  Copper  goods,  N.  O.  S.... 
2  Copper,  ingots  (in  bbls.  or 
casks),  bars,  cakes,   pigs, 
residue  or  slabs 

1 

3 

4 

35  Corkwood    (C.    L.,     mini- 
mum wgt.   12,  000  Ibs.)  
36  Corn,  pop,   in  the  ear,   in 
boxes,  bags  or  bbls 

1 
4 

3 

3  Copper  ore  or  copper  matte, 

37  Corn,  pop,  in  the  ear  

6 

in  bbls.,  boxes  or  sacks.  .  . 
4  Copper  ore,  copper  matte, 
cakes,  ingots,   bars,   pigs 

4 

9 

38  Corn,  pop,  shelled,  in  pkgs 
39  Corn,  popped,    plain  sug- 
ared or  in  balls        

4 

2 

6 

residue  or  slabs  value  not 

40  Corn  cakes,  in  boxes 

2 

to  exceed  $100.00  per  net 

41  Corn  cobs,  in  packages  .  .  . 

3 

ton,    to    be    limited    by 

42  Corn  cobs 

10 

written  agreement  
5  Copper  oxide,  in  bbls 

"  "4" 

9 

43  Corn  cookers,  steam,  set  up 
44  Corn  cookers,  steam,  K  D 

1 
3 

6 

6  Copper  pipe,  on  reels  or  in 
rolls  

O 

44  Corn  poppers,   in  boxes  or 
crated    

1 

7  Copper  pipe,    in  boxes  or 
casks  
8  Copper  rolls,    engraved  or 

3 

4 

46  Corn  stalk  pith,    in  sacks, 
crates  or  cases  .  .  -.  
47  Corsets  

;DI 
i 

etched,  boxed  
9  Copper  rolls,  N  O  S      .  .. 

1 
3 

"  "4" 

47^6  Corset   or  dress  stays  or 
steel,  N    O    S       

i 

10  Copper  scrap,    in    bales, 
boxes,  bbls.  or  casks  
11  Copper  stills  and  worms 

3 
Dl 

9 
6 

48  Corset    or    dress    stays   or 
steel,     not    covered,     in 
boxes  or  bbls 

9 

12  Copper     vessels,      nickle- 
plated,  in  boxes,  bbls.  or 
casks 

1 

49  Corundum,  in  bags  or  b'xs 
50  Corundum,  in  bbls.  orc'sks 
51  Cosmoline    in  glass  boxed 

2 
4 
1 

5 
5 

3 

13  Copper  vessels,  N.  O.  S., 
"  not  nested  in  boxes,  bbls 

Cosmoline,  in  cans,  boxed. 
Cosmoline    in  barrels 

2 
3 

or  casks  

1 

52  Cotton,  compressed  in  bales 

5 

14  Copper  vessels.  N.  O.  S., 
nested  in  boxes,  bbls.  or 
casks 

2 

53  Cotton,    uncompressed   or 
in  bags  
54  Cotton  bats  or  batting 

2 
1 

15  Copper    or   brass    vessels, 
(except   cauldrons    and 
kettles),    under  3  feet,  in 

55  Cotton  belting,  in   bales.  .. 
56  Cotton  binding,  in  bales  or 
cases  

2 
1 

6 

diameter  

j 

57  Cotton  linters  and  regins, 

16  Copper   or    brass   vessels, 
(except   cauldrons    and 
kettles),  3  feet  and  over 
in  diameter  
17  Copperas,  in  boxes,  kegs, 
bbls  .  or  casks  
18  Copperas  .        ... 

Dl 
4 

6 
6 

compressed  in  bags  
58  Cotton  linters  and  regins, 
uncompressed  or  in  bags. 
59  Ct'n  pads  or  filling,  in  bales. 
60  Cotton  seed  hulls,  motes  or 
hull  pulp,  in  bags  
61  Cotton  seed  hulls,  motes  or 

4 

2 
1 

2 

10 

19  Copying  pad  baths,  boxed. 
20  Copying  press  stands,  crtd 

2 

hull  pulp,  machine  com- 
pressed, in  bales  

4 

10 

or  boxed.  .  . 

2 

62  C'tn  s'd  meal,  same  as  flour. 

21  Copying  press  stands,  not 

63  Cotton  stalks. 

3 

7 

crated  or  boxed,  not  taken 
22  Cordage,  in  packages 

, 

4 

64  Cotton  waste,  in  bags,  sacks 
or  uncompressed  bales 

1 

23  Cord,  bed,  in  packages  
24  Cork,     ground   or    granu- 

3 

4 

65  Cotton    Waste,     in    com- 

4 

lated,  in  bags  or  sacks(C. 

66  Cotton,  spool    boxed 

1 

L.,    minimum   weight 
12,000  Ibs.) 

4 

10 

67  Cracked  wheat,  in  bulk,  in 
sacks   or   bbls,    same    as 

25  Cork,  ships  and  waste,    in 
packages  (C.  L.,     mini- 
mum weight  12  000  Ibs  ) 

4 

10 

flour. 
68  Cracker  meal  or    dust,    in 
packages 

4 

5 

26  Cork,   split,    in  bundles  or 
boxes  

1 

69  Crackers  (C.  L.,   minimum 
weight  20,000  Ibs.) 

4 

5 

27  Cork  fasteners,  tin,  inpkgs 
28  Cork  fastners.wire  boxes  or 
bbls 

2 
2 

70  Cracklings  
71  Cranberries,  in  boxes  
72  Cranberries,  in  bbls 

4 
2 
3 

6 
4 
4 

29  Cork  handles   for  bicycles 

73  Cranberries   in  bulk    P  P 

4 

in  boxes 

1 

74  Cranes,    hand,   stpam  rail- 

30 Cork  pullers,  boxed 

2 

way  or  wrecking   on  own 

31  Cork  seine  floats,  in  pkgs. 

wheels,  actual  weight  of 

32  Cork   shavings,   or    curled 
cork,  in  packages  
*3  Corks-oles,  in  packages 

Dl 

10 

car,  truck  end  contents  to 
be  charged  for,  minimum 
weight  30,000  Ibs 

6 

3    Corks  .. 

1 

305 

[20] 

Classification — Continued. 


L.C.L. 


c.  L. 


1  Cranes,  mail,    railroad 

2  Cranes,    water   or    railroad 

standpipe,  K .  D 

3  Crates  and  boxes,  berry,  N. 

O.  S 

4  Crates  and    boxes.     beTV, 

nested  (C.  L.,   minimum 

weight  20, 000  Ibs.) 

5-  Crates,  crockery,  empty  or 
with  straw,  P'.  P 

6  Crates,     crockery,    empty,  j 

minimum  weight  15,000! 
Ibs i 

7  Crates,  N.  O.  S..  empty... 

8  Crates,  N.  O.   S.,    K.  "D., 

flat  or  folded  flat,  in  bun- 
dles or  crates 

9  Craies,  patent  crockery,  K  . 

D.  flat :... 

10  Creameries  and  coolers . . 

11  Cream  tartar 

12  Cremators 

13  Creosote  in  wood 

14  Crockery  and  queensware 

and  earthenware,    N.    O. 

S.,    packed 

13  Crockery  and  queensware 
and  earthenware,  N.  O. 
S.,  in  bulk,  to  be  loaded 
by  shipper  and  unloaded 
by  consignee,  O.  R.  B. 
released 

16  Crockery  or    earthenware, 

plumbers',    packed 

17  Crockery  or    earthenware, 

plumbers',  in  bulk,  to  be 
loaded  by  shipper  and 
unloaded  by  consignee.. 

18  Crockery,  combined  earth- 

enware, tin  and  metal  in 
boxes , 

19  Crockery,  combined  earth- 

enware, tin  and  metal,  in 
bbls .  and  casks 

20  Crockery, broken  (biscuit), 

in  casks  or  hhds 

21  Crockery,  broken   (biscuit) 

22  Croquet  sets,  boxed  (C.L., 

minimum  wgt.  LD, 000 Ibs.) 

23  Crucibles    .  .   . 

24  Crucibles,   broken   

25  Crutches,  in  crates  or  boxes 

26  Cryolite  (aluminum.  Uux), 

in  packages 

27  Cryolite  (aluminum  flux).. 

28  Crystal  hardening,   in  bbls. 

or  casks 

29  Curling  irons,  in  boxes 

30  Currants,    dried,    in    glass, 

packed  

31  Currants,    dried,    in    bbls., 

casks  or  sacks,  N.O.  S... 

32  Currants,   green 

33  Curtain   or  shade  fixtures. 

N.  O.  S.,  crated  or  boxed 

34  Curtain  poles,   wooden,  in 

bundles,  wrapped  or  in 
crates  or  boxes 

35  Curtain  poles,  wooden 

36  Curtain  poles,  wooden, and 

woode  n  trimmings, 
packed  together,  boxed 
or  crated  

37  Curtain    poles.    N.    O.  S., 

boxed  . . 


1  , 


L.C 


38  Curtain  or  shade  exhibitors, 

boxed  ..................... 

39  Curtain  or  shade  rollers,  in 

bundles  .  .................. 

40  Curtain  or  shade  rollers,  and 

end  fixtures  for  same,  in 
boxes  ..................... 

41  Curtain   or  shade  slats,    in 

bundles  or  boxes  ......... 

42  Curtains,    bamboo,  boxed. 

43  Cushions,  buggy,   carriage 

or  wagon,  in  bales  or  cases 

44  Cushions,     Furniture,      in 

bales  or  cases  ............. 

45  Cuspidors.  N  O.S..  packed 

in  boxes  or  casks  ......... 

46  Cuspidors,    earthenware, 

packed  ...  ................. 

47  Cuspidors,  cast  iron,  deco- 

rated   or    enameled,     in 
crates,  cases,  bbls.  or  casks 

48  Cuspidors,  cast  iron.  N.O. 

S.,    in    crates,     bbls.    or 
casks  ...................... 

49  Cutch  ....................... 

50  Cutlery,  plated,  in  pack'ges 

51  Cutlery  (not  plated,  in  pkgs 

52  Cutters  and  holders,  counter 

roll  paper,  N.O.S.,  crated 
and  boxed  ................ 

53  Cutters  and  holders,counter 

roll   paper,    K.    D.    flat, 
boxed  .................... 

54  Cutters,    tobacco     plant, 

hand,  boxed  .............. 

55  Cutters,  kraut,  in  crates  or 

boxes  ................. 

56  Cuttle  fish  or  bone,  in  pkgs 

57  Cutters,  slaw,    in  crates  or 

b'qxes  ..................... 

58  Cylinders,     dental,    gas, 

empty  .................... 

59  Cylinders,  gas,  for 

ger  cars  .  .  .  ........ 


I> 


60  Dairy  spades,   wooden,    in 

crates  or  boxes  (see  wood 
articles). 

61  Dates,  in  glass,  packed  ..... 

62  Dates,  N.O.  S  ............. 

63  Decoys,  wooden,  in  crates 

or  cases  .................... 

84  Deer  heads,  S.    U..   boxed 
or  crated  .................. 

65  Densoline,  in  glass,  boxed 

66  Densoline,  in  cans,  boxed. 

67  Densoline.  in  barrels  ....... 

68  Dental  goods  ............... 

69  Derricks  and  cranes,  N  .O.Si 

70  Desicated  fish,    meats  and 

vegetables,  in  •  ans.box'd 
(see  canned  goods.) 

71  Dextrine,  in  bags  or.  bbls.. 

72  Diamond  wall  finish  ........ 

73  Diaphrams,  rubber  (for  car 

V'Stibules),  folded  flat  in 
bundles,  boxes  or  crates. 

74  Dies,  steel,  N.  O.  S  ........ 

75  Dies,    crusher,     plates  and 

shoes*,  steel  ............... 

76  Diggers,  post  hole  ......... 


3 
Dl 


D  1 

1 

3 
1 


—20  R  W 


806 


[21] 

Classification — Continued. 


I> 

L.C.L. 

C.  L. 

D 

L.C.L 

C.  L. 

1  Disinfectants,,  dry,  in  glass, 
packed  

1 

3 
1 
1 
2 
2 

3 

3 

1 
4 

3 
5 

5 
3 

37  Dry  goods: 
!  38  Dry  goods,  N.O.S.,  in  bales 
or  L)i  >xes  

i 

3 
' 

1 
1 

3t  1 

!'•> 

3 
g 
3 

3 
1 

o 
1 

2  Disinfectants,  dry,  in  boxes. 
3  Disinfectants,  dry,  in  kegs, 
bbls.  or  casks.  
4  Disinfectant  liquid,  in  glass, 
packed  
5  Disinfecting  liquid,  in  cans, 
jacketed  . 

39  Drv  goods  as  follows:    Any 
o'f  the  following    named 
articles     (and     remnants 
thereof),  made  wholly  of 
cotton,      when      specific 
names    of     articles    and 
name  of  shipper  are  plain- 
ly marked  on  outside  of 
packages    and    stated    in 
shipping  receipt  and  bill 
of  lading  (marked  or  de- 
scribing packages  as  con- 
taining    "Cotton     Piece 
Goods"  will  not  be  suffi- 
cient)   viz:       Awning 
stripes  ;  calicoes  (64  square 
and  under  only);  canton 
or  cotton  flannels,  plain 
or   dyed    (not    figured); 
canvas,  cheese  cloth,  plain 
or    dyed    (not    printed); 
corset  jeans;  cottonades; 
cotton  duck;  cotton  warp; 
cotton  yarn;   crash   (cot- 
ton);   denims;    domestic 
checks;   domestic  stripes 
(hickory  shirting  stripes) 
and    cheviots     (  plain    or 
napped  on  one  side)  ;  do- 
mestic ginghams;  drills; 
glazed     cambrics;    osna- 
burgs;  sheetings,  bleach'd 
and  brown  ;  tickings;  win- 
dow hollands  and  shade 
cloth,   plain,    uncut    and 
uhdecorated;  in  bales  or 
boxes  .. 

"  '(';" 
6 

5 
4 

5 
3 

3 
4 

6  Disinfecting  liquid,  in  cans, 
boxed 

7  Disinfect'g  liquid,  in  wood, 
N    O    S  ,  P    P 

5 

5 

8  Disks,     pearl      button,     in 
boxes  or  bbls 

9  Dog  benches    (for  exhibi- 
tion purposes),  K.  D.  flat 
or  folded  flat 

10  Dog  Kennels,  K.  D.  flat  or 
folded     flat,     crated     or 
boxed  
11  Dolls,  doll  bodies  or  doll 
heads,  in  boxes  
12  Dolomite,  in  packages  
13  Dolomite 

""e" 

Lum- 
ber 
rates. 

5 
Lum- 
ber 
rates. 

14  Doors,     glazed,     released, 
common  glass  

15  Doors,     storm,     combined 
wood  and  iron.K.  D.  flat, 
crated  or  boxed  

16  Doors,  wooden.  N.O.S  

17  Door     checks,     automatic, 
boxed 

4 

3 
4 

9 

18  Door  steps  or  base  knobs, 
wooden  ,  in  packages  
19  Drawer  equalizers,  wooden, 
K.    D.     flat    or    folded, 
crated  or  boxed 

3 

8 
D  1 

D  1 
1 

1 
2 

2 

2 
2 

1 
1 
D  1 

I1-.- 

3 
D  f 

5 

40  All  dry  goods,  except  the 
articles  above  specifically 
named,  will  be  classed  as 
"Dry  goods,   N.  O.  S.," 
the    articles    named    will 
also   be  classified    as  dry 
goods,  N.   O.   S.,  unless 
the  above  conditions  are 
complied     with.         Any 
package    containing  arti- 
cles   of    more    than    one 
class  will  be    charged  at 
the    tariff     rate    for    the 
highest  clas?  articles  con- 
tained therein. 
41  Jeans,  cotton  or  Kentucky, 
in  bales  or  cases  

20  Dress  forms,  N  .  O.  S  
21  Dress  forms    or   dummies, 
wire,  S.L'.  crated  or  boxed 
22  Dress   forms    or  dummies, 
iron  or  wire,  K  .  D   flat  or 
tolded     flat,     crated     or 
boxed 

23  Dress   forms  of  dummies, 
wire,  not  crated  or  boxed, 
not  taken. 
24  Drills,  N    O    S  ,S    U 

'"6" 
'"5" 

3 

25  Drills,  N.  O    S.,  boxed... 
26  Drills,  X.O.  S..K.  D  
27  Drill  rods,    iron    or    steel, 
same    as    machines    and 
machinery.  N  .  O  .  S  
28  Drills,  hand,  boxed  
29  Drills,    twist    (not   drilling 

42  Silesias,  in  bales  or  cases.  .. 
43  Dust  Arresters,  galvanized 
iron 

30  Drop  black  
31  Drugs  and  medicines,  N  .(). 
S.,  in  glass,  packed  
32  Drugs  and  mrd'nes,  N  <  ).S. 
33  Drums,  toy,  N.O.S.t  boxed. 
34  Drums,  toy,  heads  out,  shells 
nested,   boxed  
35  Drying  closets,  laundry,  hot 
air,  including   stove's  for 
same,  closets,  K.  D.  and 
stoves  crated  
36  Driers,  laundry,  gas  heating 

44  Dust  collectors. 

45  Dust  collectors,  for  thresh- 
ing machines  
46  Dust  guards,  wooden    (for 
car    journal     boxes),     in 
crates,  boxes  or  bbls  
47  Dust  pans,  crated  and  bxd  .  . 
48  Dye  Stuffs,  N.  O.  S  
49  Dye  Woods,  in  stick   
50  Dye     Woods.     N.    O.    S., 
chipped    or   ground,     in 
bags  or  bbls   
r>l  Dyes,  aniline,  in  cases  
.").'  Dves,  aniline,   in    kegs    or 
ibbls 

53  Dynamos  

307 


[22] 

Classification — Continued . 


K 

L.C.L.    C.  L. 

K 

L.C.L.    C    T,. 

E 

1  Earth,   Fullers',    in    boxes, 
bagrs  or  bbls  

4 

3 

4 
,1 

, 

3 

3 

3 
2 
i> 

9 

6 
5 

7 

39  Enamel,    crude,      (broken 
porcelain),  in  pkgs  

3 
1 

2 
2 

1 

1 
2 
2 
1 

2 

1 
2 

3 
1 

1 
U  1 

3 

1 
D  1 

1H 

2 

3 
1% 

2 

1« 

1 

40  Enameled    ware,     iron    or 
steel.  N.  O.  S.,  boxed.... 
41  Enameled    ware,    iron    or 
steel,  N.O.S.,  nested,  bxd 
42  Engines  and  boilers,  loaded 
in  box  cars  

4 

J 

6 
6 

\ 

6 

2  Earth,  infusorial  

3  Earthen    chimney    or   liue 
pipes,  caps,  tops,  bonnets 
or  flue  crocks  
4  Earthenware    images    and 
figures     (not     statuary), 
packed  in  boxes,  bbls.  or 
casks. 

43  Engines    and    boilers,    re- 
quiring flat  or  gondola  car 
44  Engines,  caloric  or  naptha 
(C.  L.,  minimum  weight 
20,0001bs.)  

5  Eave   troughs,   galvanized 
iron    or  tin,    nested,    in 
crates  or  boxes  
6  Eave  troughs,  wooden,  C. 
L..  min.  20,  000  
7  Eave  trough  hangers,  wire 
compactly    packed    in 
boxes  or  bbls  
8  Egg   Albumen,    in    boxes 
or  bbls  
9  Egg  and  food  beaters,  bxd.. 
10  Egg  cornp'nd.in  cans,  bxd. 
11  Egg  compound,  dessicated, 
in  drums 

5 
8 

45  Engines,  gas  or  gasoline... 
46  Engines,  hoisting  
47  Engines,  oil  burning     ..  .. 

48  Engines,  portable,  loaded  in 
box  cars,  actual  weight.  .. 
49  Eng's,  portable,  on  wheels, 
or  on  skids,  requiring  flat 
or  gondola  car.  minimum 
weight  5,000  Ibs.  each,  ac- 
tual weight  to  be  charged 
for  if  in  excess  of  the  min. 
50  Engines,  stationary  
51  Engines,  traction,  min.  wt. 
10.  000  Ibs.  each,  min.  C.L. 
weight  20  000  Ibs 

6 

6 
6 

6 

•••••••• 

12  Egg    preserving   liquid,  inl 
cans                                       '         9. 

'"»" 

3 

13  Egg  preserving  powder,  in 
packages  . 

2 
2 
2 

D  1 

2 
2 

2 
2 

4* 

2 

2 

1« 

4 

3 
3 

2 

2 
1 

4 

4 

4 
2 

4 
t) 

1 

52  Engine  tenders,  for  traction 
engines    (two   wheeled), 
wheels     and     poles    de- 
tached, actual  weight  
53  Engravings,  boxed.net  in- 
voice value  not  to  exceed 
$50  per  package,  to  be  so 
expressed  in  shipping  re- 
ceipr  b\  shipper  
54  Engravings,  boxed.net  in- 
voice value  exceeding  $50 
per  package 

14  Egg  syrup,  in  bbls     

15  Egg  yolks,  salted,  in  bbls.  .. 
16  Eggs,  in  baskets,  or  loose  in 
bbls.  or  boxes  

17  Eggs,  pkd.  in  barrels  or  bxs. 
18  Eggs,  in  patent  carriers  
19  Eggs  and  egg  yolks,  dried 
and  powdered,  in  bbls  
20  Eggs.crystalized,  in  bbls.  .. 
21  Eggs,  fish  (caviar)  
22  Eggs,      frozen,     in      cans, 
shipped     in     refrigerator 
cars,  O.R.L.  and  weather, 
or  released  
23  Elastic  webbing  
24  Electric   light  hoods,  iron, 
nested,  in  packages 

3 

And  an  additional  charge 
of  2%  per  cent  of  the  net 
invoice  value,  wnich  net 
invoice  value  must  be  ex- 
pressed   in    shipping   re- 
ceipt Ijy  shipper. 
55  Engravings,  when   net  in- 
voice   value   is    not    ex- 
pressed   in    shipping  re- 
ceipt    by     shipper,     not 
taken. 
56  Engraving  boards,  wooden, 
in   the    white,    i  rated    or 
boxed                          

5. 

3 
4 
4 

4 
5 

5 

25  Electric  street  Tamp  hoods, 
attached    to   frames,    not 
nested,  in  packages  .... 
26  Electro-dissolvent  fluid,  in 
wood  

6 

6     ! 
6 

3 

27  Electro-dissolvent  fluid,  in 
cans,  jacketed  
28  Electro-dissolvent  powder. 
29  Electrotype  boxes  
30  Electrotype  plates,  boxed.. 
31  Embalming  fluids,  in  glass 
or  jugs,  boxed. 

57  Ensilage,  same     as     feed, 
ground. 
58  Envelopes,  in  cases 

59  Evaporators    N     O    S 

60  Evaporators,  fruit  
61  Evaporators,  fruit,  K.  D.flat 
and  crated. 

32  Embalming  fluids,   in   kits 
or  pails,  loose. 

33  Embalming    fluids,  in  kits 
or  pails,  crated,  boxed,  or 
packed  in  bbls 

62  Evaporators  and  steamers, 
feed  
63  Evaporators,  sugar,  S.  \J  
64  Evaporators,  sugar.  K.  D., 
Min.C.  L.  wt.  20.000  Ibs.. 
65  Evaporators,     tank,    water, 
C.  L  
66  Evergreens,     in      bundles, 
P.   P  

34  Embalming  fluids,  in  bbls. 
or  kegs  
35  Emery,  in  bags  or  boxes.  .  .  . 
36  Emery,   in    kegs,   bbls.    or 
casks  
37  Emery  wheels,  in  boxes  or 
barrels  
38  Enamel  (for  watch  faces), 
in  nackaeres.  .  . 

5 
5 
4 

10 

67  Evergreens,     in     bales    or 
boxes   P    P 

68  Evererreens.  P.  P  

5 

308 


[23] 

Classification — Continued. 


K 

L.C.  L. 

C.  L. 

F                             L.C.L.    C.  L. 

1  Excavat'rs  and  pond  or  road 

38  Fans,  folding   1 

scrapers,  on  wheels,  S.U. 
2  Excaval'rs  and  pond  or  road 

3 

6 

39  Fans,  palm  leaf  or  Japanese 
N.O.S  \Y2  . 

scrapers  wheels  detached 

3 

6 

40  Fans,  water  motor                          1 

3  Excavat'rs  and  pond  or  road 
scrapers,  without  whls.S.  I  ' 

6 

41  Faucets,  brass  or  pewter,  in 
boxes  or  bbls  .                             2 

4  Excavat'rs  and  pond  or  road 
scrap'rs,witho't  whls.  K.D 
5  Excavat'rs  and  pond  or  road 
scrapers  

3 

6 
6 

42  Faucets,  iron,  in  bxs.  or  bhls          3      
43  Faucets,  wood,  in  boxes  or 
barrels  i         3      
44  Faucet  blocks,  wooden,   in 

6  Excelsior,   in  bales  (C.  L  , 

the  white,  4             5 

minimum  wt.  20,000  Ibs).. 
7  Exhaust  pipes,  ganvanized 

2 

8 

45  P'eather  beds  an:!  pillows,  , 
boxed..                                       Dl 

iron,  loaned   in  box  cars.. 
8  Exhaust  pipes,  heads,  galvd 
iron,  reqirg  fiat  or  gondo- 
la car,  m  in.  wt.4000  Ibs.each 
9  Explosives,  hi^rh,  taken  on- 

I1* 
1 

6 
6 

!  46  Feather  dusters,  in  boxes..          1      
47  Feather  trimmings,  in  cases       Dl      
48  Feathers,  in  cases  Dt      
49  Feathers,  pressed   in  bales 
or  sacks.                                          l1^ 

ly  by  special  agreement. 
10  Extract,  bark,  N.O.  S..dry, 

50  Feathers,  minimum  weight' 
12,000  Ibs                                        2             .   .. 

in  boxes  
11  Extract,  bark,  in  glass,  pckd 
in  boxes  or  bbls. 

3 

5 
4 

51  Feed,  chop  or  ground,    in 
bbls.  or  sacks  5      
52  Feed,  chop  or  ground                           Gr'n  tariff 

12  Extract,    bark,    tanners',  in 
barrels  or  casks  . 

3 

5 

f»3  Feed,    chop  or  ground,  in 
bulk,  15,  000  Ibs  or  over               5         .   .  .. 

13  Extract,  beef,    in    glass  or 
earthenware,  packed  
14  Extract,  beef,  in  cans,  boxed 
15  Extract,  beef,  in  bulk,  in  bbls 
16  Extract,  hop,  pk'd  in  cases 
17  Extract,  logwood,  in  glass, 
packed  
18  Extract,  logwood,  in  wood 
19  Extract,  malt,  pkd  in  cases. 
20  Extract,  malt,  in  barrels  or 
iron  drums 

1 
4 
4 

1 
3 
1 

3 

5 
5 
3 

3 
5 
5 

54*  Feed,  chop  or  ground,  in 
bulk   less  than    15,000  Ibs. 
not  taken. 
55  Feed,   chop  or  ground,    in 
sacks,  2,0()0  Ibs.  or  over, 
20-v  above  C.  L.  rate. 
56  Feldspar  4              6 
57  Felt.  N.  O.  S.  .  in  bales  or 
cases  .  . 
58  Felt,  boiler,   N.O.S.  ..:....           3             5 
59  Felt,  boiler,  hair   in  rolls  or 

21  Extract,  root  beer,  in  glass, 
packed 

1 

3 

bales,  C.  L.  minimum  wt. 
20,  000  Ibs                                           2              5 

22  Extract,  smoke,   liquid,    in 
glass,  packed 

1 

3 

:   60  Felt,  roofing,  in  rolls,  bun- 
dles or  crates                                  4 

23  Extract,    witch    hazel,,   in 
glass,  packed  

j 

3 

61  Felt  clippings,    pressed   in 
bales(Rule  7  not  to  apply)          3 

24  Extract,    witch     hazel,     in 
carboys  
25  Extract,  witch  hazel,  in  wood 
26  Extract,  wood,  tanners',  in 
bbls.  or  ca«ks 

1 
2 

3 

3 
4 

62  P^elt  pipe  Covering.  X  .O.S;          3 
63  Felt  pipe  covering,  hair  in 
rolls  or  bales  (C.  L.  mini- 
mum weight  20,000  Ibs)  ...         2             5 
64  Fencing,  N  O  S  ,wire    <  ) 

27  Extracts,  N.O.S  

1 

R.  of  wet  or  rust  or   re- 

28 Extracts,liq.  N.O.S.  in  wood 
29  Extract,  liquid,  for  dyeing, 
in  wood  
30  Extracts,  wood  or  bark,  N. 
O.S.,  dry.  in   boxes  
31  Extractors,  oil,  grease  and 
dirty  water,  bxd.  or  crated 

2 
3 
3 
2 

4 

5 
5 

6 

leased  : 
65         In  rolls  and  gates  in  bdls          4 
66        In  panels,  loose  
67         Crated  3             5 
68        With  steel  posts  and  tub- 
ular railing,  in  rolls  or 
bundles     .       .                          47 

32  Extractors,  hont-y  and  wax. 
boxed.. 

1 

69  Fencing,   wire,    consisting 
of     "ornamental    strip  '' 

F 

33  Facings,    coal  or    foundrv 
(not  plumbago)  in  barrels 
or  sacks.  . 

4 

g 

"wire  fence  board,"  and 
wire    panel   in   rolls   and 
wire    netting    (not    wire 
cloth),  O.K.  of  wet  and 
rust  or  released,  in  rolls.  .  .          4 
70  Fence,  wooden,  in  sections          1             7 
71  Fencers'  foils    boxed                    1      

34  Facings,  plumbago,  in  bags 
boxes,  kegs  or  bbls 

3 

4 

72  Fencing,  combination  wirei 
and  wood                                       4 

35  Facing,  plumbago,  in  casks 
36  Fans,  electric    boxed 

4 
1 

5 

73  Fenders,     iron,    coppered, 

37  Fans,  exhaust,  or  blowers, 
iron  

o 

5 

74  Fenders  or    guards,   street 
car...                                               3             6 

309 

[24] 

Classification —  Continued , 


F 

I..C.L. 

C.  L. 

F 

L.C.L. 

C.L. 

1  Ferro  Maganese 

4 

39        N  O  S  ,    min.   wt.  6  000 

t\5 

2  Ferro  Maganese,  per  gross 
ton,    2,240  Ibs.,    same  as 
2,000  Ibs 

5 

Ibs.  each  .  . 
40        Hand,  N.O.S  ."... 
41       steam,  min.  wt.  8,000  Ibs 

Dl 

§ 

3  Ferro  Silicon,  C.    L.   gross 
ton  2,  240  Ibs.  same  as  2,  uOO 
Ibs  
4  Ferrules,    iron   or  steel    in 
packages 

4 

3 

5 

each  
42       Steam,  hand  
43  Fire  engines  (or   mounted 
pumps),    without  boxes, 
loaded  in  box  car 

Dl 
Dl 

F 

i 

5  Fertilizers,  N.O.S.  in  bags 
or  bbls 

4 

10 

44  Hook   and  ladder    trucks, 
and  water  towers(used  by 

6  Fertilizers,  N.O.S  
7  Fertilizers,    tobacco,    com- 
pressed in  bales  or  sacks. 
8  Fibre,  bamboo,  pressed  in 
bales 

4 

9 

10 
10 
4 

fi  r  e     departments     for 
throwing  water  into  high 
buildings)  : 
45       S.U.  min.  wt.S.OOOlbs.  each 
46        Wheels  taken  oil,  loaded 

i 

i 

9  Fibre,  bass,  pressed  in  bales 

3 

in  box  cars  

3t  1 

j 

10  Fibre  or  cellulose,  cocoa,  in 
bags  orsacks,  (C.L.,  min. 
weight,  20.  000  Ibs)  
11  Fibre  or    yarn,    cocoa,    in 
rolls  or  pressed  in  bales  .  . 
12  Fibre,  grass,  N.O.S.  press'd 

3 
3 

4 
4 

47  Chemical    tire    pails  (tin, 
glass  lined,  or  galvanized 
iron): 
48       In  crates  
49       Nested,  with  covers  close 
Iv  packed  

1 
2 

in  bales  
13  Fibre,    palm   or    palmetto, 
pressed  in  bales  
14  Fibre,  pine,  pressed  in  bales 
15  Fibre,  vulcanized,  in  pkgs.. 
16  Fibre,  wood,  chemical  
17  Fibre  ware,  indurated,  same 
as  similar  articles  manu- 
f  actui  ed  of  wood  
18  Fiberoid,  in  packages.  ..... 

2 

2 
2 
3 
4 

3 

4 
4 

••y 

50  Fire  alarm  boxes,  boxed  or 
crated  
51  Fire  escapes,  iron: 
52        Fire  escapes,  iron,    with 
or  without  water   pipe, 
in  sections,  not    over  15 
feet  in  length,  in  bun- 
dles, boxes  or  crates..  .. 
53        N.OS  
54  Fire  extinguishers,  O.K.L 

3 

1 

5 

19  Figs,  in  glass,   packed  
20  Figs,  N.O.S  

1 

4 

3 
5 

or  released  : 
55       Chemical  powder,  boxed 

1 

21  Files  or  rasps,  iron  or  steel, 
boxed.. 

3 

56       Hand  grenade,  boxed... 
57        N  O.S                   

1 
1 

3 

22  Filter  press  plates  
23  Filters,   N.O  S  . 

2 
1 

5 
5 

58  Fire  extinguishing  fluid,  N. 
O.S..O.K.L.,  or  released: 

24  Filters,  boiler  cleaning  
25  Findings  shoe  and  leather 

2 

5 

59       In  barrels  or  casks  
60       In  cans    jacketed 

4 
1 

•J 

N  .  O.S..  in  packages  
26  Fir  pillows,  in  bales  
27  Firearms,  boxed  
28  Firearm  implements,  N  .O. 
S-,  boxed  ...                  .   .. 

1 
1 
1 

1 

;;::;;;; 

61  Hose  bridges,  K.l).,in  bdls 
62  Figures  or  letters,  enameled 
or  porcel'in(not  signs)bxd 
63  Fire  kindlers.bxd.  or  crat'd 
64  Fire  works,  well  and  secure- 

3 

1 

4 

7 

29  Fire  crackers,  well  and  se- 
securely  packed 

Dl 

ly  packed  
65  Fire  proofing.. 

Dl  - 
4 

"  "e" 

30  Fireapparatus,O.R.B..  C.. 
tire   and  weather  or    re- 
leased: 
31  Carriage,  hose  (four  wheel 

i 

66  Fish,  desicated  
67  Fish,  fresh  or  frozen,  P.P.(C 
L.,min.  wt.  20,000  Ibs.... 
68  Fish,  herring,    smoked,    in 
boxes  or  kegs          

5 
1 
5 

6 
6 

including    hose    wagons 
with  chemical  engine  at- 
tachment, loaded  in  box 
car,  3,  000  Ibs  each  
32  Carts,  hose.  horse,  loaded  in 
box  car,  2,000  Ibs.  each 
33       Loaded  on  flat  car 

1 

1 
1 

69  Fish,  pickled  or  salted,  N.O 
S.  ,in  packages  
70  Fish,  salted,  in  paper  pack- 
ages, packed  in  boxes.... 
71  Fish,  smoked,  in  packages. 
72  Fish  sounds  or  bladders,  in 
bags,  boxes  or  bbls  

5 

5 
5 

1 

6 

6 
6 

34        Hand,  loaded  in  box  car 

Dl 

05 

73  Fishing    poles,  in  bundlss, 
P  P 

Dl 

S 

74  Fishing  poles 

3 

in  box  car  
37  Engines,    fire,  chemical, 
hand,  actual  weight  
38       K.  D.,  boxed  or  crated, 
loaded  in  box  car 

Dl 
Dl 

\vn 

D 

*j 
rt 

If 

75  Fishing  rods,  jointed,  in  bxs 
76  Fishing  tackle  
77  Fixtures,  electrical,  N.O.S. 
boxed  
78  Fixtures,  eras,  in  bxs.  or  bbls 

1 

1 

3 

310 


[25] 

Classification — Continued. 


F 

L.C.L. 

C.  1 

F 

L.C.L. 

C.  L. 

. 
1  Flaggs,  coopers',  in  b'dl's, 
bales,    or  crates  (C.    L., 
min.  wt.  20  000  Ibs.). 

1 

8 

36  Fluxal.in  bbls.  or  casks.... 
37  Fenugreek  seed   meal,    in 
boxes  or  bbls 

; 

6 

2  Flags,  mounted  or  unm't'd, 
in  paper  p'kg's  or  b'dles.. 
3  Flags,     mounted     or    un- 
mounted, boxed    .   .. 

IK 

i 

38  Fog  signals  or  railroad  tor- 
pedoes, boxed  '.  
39  Food,  animal    or-  poultry, 
prepared  in  packages 

; 

5 

4  Flag    sticks,     wooden,    in 
bundles,  crates  or  boxes 

3 

•i 

40  Food,  bird,  in  bags,   boxes 
or  bbls. 

2 

3 

5  Flax,  in  boxes  or  bales 

9 

41  Food,  dog  glass,  boxed 

1 

3 

6  *lax,  in   bales;    minimum 
weight  20,000  Ibs 

R 

42  Food,  dog,  in  bags,  boxes 
or  bbls. 

3 

5 

7  Flax  moss  or  flax  straw,  in 
boxes  or  bales  

2 

1 

f) 

43  Food,   milk,    i  n    glass    o  r 
earthenware,  packed 

1 

8  Flax  moss  or  flax  straw,  in 
bales,  min.  wt.  20,  000  Ibs.. 

1 

D 

44  Food,  milk  in  cans,  boxed. 
45  Food,  nerve 

9 
1 

'"3" 

9  Fleshings.            

4 

5 

46  Food,  prepared  N.  O  S 

1 

10  Flint  ground 

4 

5 

47  Food  and  egg  beaters  b'x'd 

5 

11  Floats,  cork  sein,  in  p'k'g's. 

1 

48  Foot  warmers   or  heaters, 

12  Floats  wooden  for  fish  n'ts. 

3 

metal  in  crates    boxes  or 

13  Floral  designs,  artificial  or 

bbls 

1 

natural  dried,  in  cases 

D  1 

49  Foot  warmers  soapstone 

0 

5 

14  Flour,  in  bbls..  200  Ibs.  per 
bbl.                      •          .  .   .. 

1 

50  Foots,  molasses  or  oil  
51  Forges  portable 

4 
9 

5 

15            Same,  in  cotton  sacks, 
O.  K.  wet  and  waste, 
actual  weight  
16            Same  in  paper  sacks, 
O.    R.    of   wet   and 
waste,  actual  weight.. 
17  Flour,  buckwheat,  in  sacks 
or  barrels,  O.  R.  of   wet 

4 
4 

52  Fossil  meal  ,  in  bags  
53  Fossils,  in  rock,  boxed  
54  Foundry  flasks,  woo-:  en.  .. 
55  Fountains,     fountain    fi  g- 
ures,  vase,  or  statuary,  iron 
56  Fountains,  fountain  figures, 
vases  or  statuary,  metal, 
N    O    S 

i 
i 

3 
1 

5 
7 
4 

and  waste  
18  Flour,  in  barrels  or  sacks, 

4 

fi 

57  Fountains,    soda,     fixtures 
and  parts,  boxed 

2,000  Ibs.  or  over.   20  per 
cent  above  C.  L.  rate.  O. 
R  .  of  wet  or  waste 

M 

X 

58  Frames,  blind,   door,  sash 
and  window 

4 

Lum- 
ber 

19  Note.—  T  h  e     amount    o  f 
charges  on  a  weight   of 
less  than  2,000  Ibs.  shall 
not  exceed  the  charges  on 

H 

59  Frames,  buck  saw.S.  U  .  .  . 
60  Frames,  buck  saw,   K.  D., 
boxed  or  crated 

1 
3 

Rates 
5 

5 

2,000  Ibs 

V 

61  Frames,  circular   saw    and 

20  Flour,  any  kind,  in  barrels, 
boxes  or  drums,  O.  R.  of 
wet  and  waste  

4 

a 

frames  for  saws  
62  Frames,     door     screen, 
wooden,      without     wire 

IX 

21  Flour,  corn,  O.    R.    or  wet 
and  waste 

4 

cloth. 

4 

Lum- 
ber 

22  Flour,   potato,  in  sacks  or 
bbls  ,  actual  weight,  O.  R. 
of  wet  and  waste  
23  Flour,  prepared  or  self-rais- 

4 

63  Frames,  honey  comb,  wood, 
K.    D.    flat,  in    bundles, 
boxes  or  crates 

3 

Rates 
9 

ing,    in   paper  packages, 
packed  in  boxes  or  bbls., 
O.  R.  of  wet  and  waste  .  .  . 
24  Flour,  rye,  O.  R.  or  wet  and 
waste 

4 

4 

. 

64  Frames,  packing    (paper), 
iron  packages  
65  Frames,  packing    (paper), 
wooden,  in  bdls.  or  cnites 
66  Frames,  picture  or  looking 

4 
3 

r. 
5 

25  Flour  bins  and  selves,  com- 

glass   

1 

3 

bined,  tin,  cr'ted  orb'xed, 
C.  L..  min.  wt.  12.  000  Ibs.. 
26  Flour  bins  and  selves,  com- 
bined, wooden,  wrapped, 

.* 

4 

67  Frames,  picture,  with  glass, 
boxed  
68  Frames,     plush,     iron      or 
steel,  in  packages       

1 
3 

crated  or   boxed,  C.  L., 
min.  wt.  12,000  Ibs  
27  Flowers,  artificial,  in  cases. 
28  Flowers,    natural,    dried 
pressed  ,  in  cases  

D!H 

i 

4 

69  Frames,  sewing   machine, 
completely    K.    D.    flat, 
boxed  or  racked  
70  Frames,  soap  (hand  trucks) 
S  .  U  

3 
1 

6 

29  Flue  lining  (clay),  O.R.  B. 
30  Flues,  brass. 

4 
3 

1 

) 
1 

71  Frames,  soap  (hand  trucks) 
K    D. 

3 

32  Flues,  earthen-.  
33  Flues,  iron  

4 
4 

i 
5 

72  Frames,   valise  or  satchel, 
wrought  iron,   packed  in 

34  Fluor  spar. 

4 

f) 

cases 

3 

35  Fluters,  boxed  

9 

311 


[26] 

Classification — Con  tinned . 


F 

L.C.L. 

C.  L. 

F 

L.C.L. 

C.  L. 

1  Frames,  door  and  window 
screen.  N    O.  S.,  (C.  L., 

Lum- 

33 Chair  bases,  iron,  in  p'kges. 
34  Chair  seats,  cane  or  rattan, 
in  bids  ,  crates  or  boxes.. 

5 
6 

min.  wt.  20,000  Ibs.)  

2  Frames,     window    screen, 
wooden,     without     wire 

cloth. 

4 

4 

ber 
Rates 

Lum- 
ber 

35  Chair     seats,     fibre-board, 
crated  or  boxed  
36  Chair     seats,      perforated, 
crated  or  boxed  
37  Chair  seat  frames,  wooden 
in  bids,  crates  or  boxes 

6 
6 
4 

3  Fringe,  N  O.  S.,in  bales  or 
cases 

1 

Rates 

38  Chair  stock  or  stuff,  N.  O. 
S.,    in   the  white,    K.  D. 
(parts  not  joined  together) 

g 

4  Froes,  coopers',  iron,  boxed. 
5  Fruit,  candied 

2 
1 



39  Chair  stuff,  N.  O.  S.,  in  the 
rough 

g 

6  Fruit,  dried  or  evaporated, 
in  glass,   packed 

1 

3 

40  Chair  stuff,  cane,  rattan  or 
willow 

6 

7  Fruit,  dried  or  evaporated, 
N.O.S  
8  Fruit,  green.  N.  O.  S.,  O. 
R.,P.  P.  or  guaranteed.  .. 
9  Fruits,  green,  in  straight  or 
mixed  C.  L  .    o'f  grapes, 

4 
2 

5 
6 

41  Church  furniture,  K.  D.,  as 
follows:      Alters,      p  e  \v 
backs,     chancel    rails, 
mouldings,     pew     ends, 
pulpit   seats,    etc.,    min. 
wt.  10,000  Ibs 

4 

peaches,  pears  or  plums> 
min.  wt.20.000  Ibs 

6 

42  Cots,  min.  wt.  10,000  Ibs.  ... 
43  Cot  frames,  wooden,  in  the 

4 

10  Fruit  driers,  galvenized 

b  i 

white,  K  D  folded  or  fiat 

5 

11  Fuel    or   stove   cartridges, 
boxed  

i 

44  Cradles  or  cribs,  wooden, 
K.  D.  fiat,  min.  wt.  10,000 

12  Fuel  composition,  in  bricks 

Ibs  

4 

or  cakes,  in  bags,  boxes, 

kegs  or  bhls 

3 

5 

45  Cupboards,    wooden,  min. 
wt   10,  000  Ibs 

4 

13  Fullerine,  in  bbls  
14  Fur  goods.   N      O     S  ,    in 

1 

4 

46  Desks,    N.  O.  S.,  min.  wt. 
10.000  Ibs 

4 

bales  or  boxes  
1     Furnaces,  cupola,  iron 

D  1 
3 

'"5" 

47  Desks,  K.  D..  min.  wt.  10,- 
000  Ibs 

4 

1    Furnaces,  heating,  iron  
17  Furnaces,    plumber's  blast 

3 
1 

5 

48  Furniture,  new.    all  kinds. 
N.  O    S  ,  min     wt    10,000 

18  Furnace    parts,     iron    (not 

Ibs  

4 

castings).. 

1 

5 

49  Furniture    vault  or  office 

l!i  Furnace  pipe  and    fittings 
heating,  galvenized  iron 
or  tin,  not  nested,  crated 
or  boxed 

#4 

5 

iron  or  steel.  consisting  oi 
filing    cabinets  or   cases, 
shelving,     counters    and 
roller     book      shelves 

20  Furnace   r  ipe  and  fittings, 

crated  or  boxed 

4 

heating,  galvenized  iron 
or  tin,  n'ted.  cr'td  or  bxd. 

i 

5 

50  Furniture  frames,  N.  O.  S., 
min.  wt.  10,000  Ibs        .   . 

4 

21  Furniture     and      furniture 
stock  or  stuff  : 
22  Furniture,  new,  or  furniture 

51  Furniture    stock    or   stuff, 
wooden,    N.  O.  S.,  in  the 
white  . 

-5 

stock  or  stuff,  at  owner's 
risk    of   rubbing,  chafing 
or     ordinary     breakage, 
when  in  car  loads   (rule  7 
not  to  apply),  as  follows, 

52  Furniture     stock    or  stuff, 
wooden,  N.O..S.,  in  the 
rough,  including    boaids 
or  pieces  of  lumber  glued 
together  edgewise 

6 

viz: 
23  Bed  slats    .  .. 

8 

53  Hearths,  iron,  marble,  slate 
or  stone  crated  or  boxed 

5 

24  Beds,  folding,  min.  wt  12,- 
000  Ibs.,    N.  O.  S 

2 

54  Hearths,  loose,  not  taken. 
55  Lounge  frames,    N.  O.  S  , 

25  Beds,  mantel  folding,  min. 
12,000  Ibs  

3 

min.  wt.  10,000  Ibs  
56  Lounge  frames,  K    D    flat, 

4 

26  Bedsteads,    iron,    brass   or 

min    wt   10,  000  Ibs 

4 

wood,  min.  wt.  16,000  Ibs 
27  Car  seats.  N  .  O.  S.,  min  .  wt. 
10.  COO  Ibs  

6 
3 

57  Mantles,      marble.      slate, 
stone  or  terra  cotta,  crated 
or  boxed  

6 

28  Car  seats,  K.  D  

4 

58  Mantels,  wood,    crated    or 

29  Castors    or   castor   wheels, 

boxed,  min.  wt.  lt>,  000  Ibs. 

6 

furniture  in  boxes,  bbls  or 
casks  

4 

59  Mantels,  loose,  not  taken... 
60  Mattresses,     woven    wire, 

30  Chairs,     N.    O.  S.,  S.    L1., 

min.  wt.  10,000  Ibs 

4 

min    wt   10.  000  Ibs 

4 

61  Refrigerators,  min    wt   16,- 

31  Chairs.   N.   O.    S..    K.   D., 

000  Ibs        

7 

min    wt   10,  000  Ibs 

4 

32  Chairs,     camp    or   theatre, 
min.  wt.  10,  000  Ibs..  , 

4 

[27] 

Classification — Continued. 


F 

L.C.  L, 

C.  L. 

V                            L.C.L.    C.  L. 

FURNITURE—  Continued. 

1  Refrigerator  stock  or  stuff, 
in  the  white    K.  D 

7 

7 
4 

4 
4 

4 
4 
4 
4 
4 
4 

5 
6 
6 

6 
6 
6 

5 
5 
4 
4 
6 

FURNITURE—  Continued. 

NOTE.—  Bed  slats,  in  bundles, 
crates  or  boxes,   will  be 
rated  at  the  classification 
provided  therefor,   either 
when  shipped  with  bed- 
steads,   or  as  a    separate 
shipment. 
28  Bedsteads,  bamboo,   K.  D. 
flat,  crated  or  boxed  
29  Bedsteads,  brass  
30  Bedsteads,  iron  
31  Bedsteads,  K.  D  ,  N.  O.  S. 
32  Bookcases,  N.  O.  S.,  wrap- 
ped, crated  or  boxed  
33  Book  cases,  entirely  taken 
apart  and  K.L).  flat,  wrap- 
ped, crated  or  boxed  
34  Book  cases  and  desks,  com- 
bined, same  as  book  cases. 
35  Book  cases  and  fold'g  beds, 
combined,  same  as  beds, 
folding. 
36  Book  racks,  bamboo,  crated 
or  boxed  

Dl 
1 
2 
2 

m 

2 

3tl 

1 

2 
1 
3tl 
Dl 

\v* 

2 
Dl 
1 

2 
2 

3 
1« 

Dl 
2 
3tl 

Dl 

2  Safes,    kitchrn.    minimum 
weight  12  000  Ibs 

3  School  desks  and  seats,   S. 
U     min.  weight  10,  000  Ibs. 

4  School  desks  and  seats,  K. 
D.  or  folded,  min.  weight 
10  000  Ibs 

5  School  desk  castings,  min. 
weight  10  000  Ibs 



6  School  furniture,  K.  D.  or 
or   folded,    min.   weight 
12,000  Ibs     

7  Settees,  iron,   min.  weight 
12,000  Ibs  
8  Settees,  wooden,  N.  O.  S., 
min  weight  10,000  Ibs 

9  Settees,wooden,co.i.plet'ly 
K.D.,min.  wt.  10,  000  Ibs.. 
10  Spring  beds,  N.  O.  S.,  min. 
weight  10,000  Ibs  
11  Spriner  beds,    K.  D.,    min. 
weight  10,000  Ibs 

12  Springs,  '  furniture,     wire, 
coiled,  in  bundles,  boxes 
or  bbls 

37  Bureaus,  N.  O.  S.,  wrapped, 
crated  or  boxed 

38  Bureaus,    entirely    taken 
apart  and    K.   D.    flat, 
wrapped,  crated  or  boxed. 
39  Bureau    glass    frames,     in 
bundles,  crates  or  boxes  .  . 
40  Cabinets,    bamboo,    S.  U., 
crated  or  boxed 

13  Tables,     N.    O.    S.,    min. 
weight  16.  000  Ibs  
14  Tables,  K.  D.,  flat,  crated  or 
boxed,  min.  wt.  16.000  Ibs. 
15  Table  leaves,  tops,  wooden 
legs,  slides  and  supports, 
racked,  crated  or  boxed, 
min.  weight  16,000  Ibs.  ... 
16  Table  stuff,  wooden,  IS-  O. 
S.,    in   the    white,    min. 
weight  16,  UOO  Ibs  
17  Table  stuff,  wooden,  N.  O. 
S.,    in    the    rough,    min. 
weight  16,000  Ibs 

41  Cabinets,   bamboo,    K.  D., 
flat,  crated  or  boxed  
42  Cabinets,  kitchen,  N.  U.  S.. 
43  Cabinets,  kitchen,  entirely 
taken  apart  and  K.  D.  flat, 
in  bundles,  crates  or  box's. 
44  Cabinets,   parlor,  N.  O.  S., 
wrapped,  crated  or  boxed. 
45  Car  seats,  S.  U.,  wrapped, 
crated  or  boxed  



18  Towel   racks,  iron   or  iron 
and  wood  combined,   in 
boxes  or  bbls.  .•  

46  Car  seats,  K.  D.,  wrapped, 
crated  o~  boxed 

19  Towel  racks,   wooden,    in 
boxes  or  bbls 

47  Car   spring    seat    sections, 
coiled  wire,  crat'd  or  box'd 
48  Castors    or   castor  wheels, 
furniture,   in  boxes,  bbls. 
or  casks  

20  Tripods,     min.    weight 
10  000  Ibs 

21  Wardrobes,     K.    D.,     min. 
weight  lO.OOOlbs  
22  Weights,   iron,  for  folding 
beds                .  .. 

49  Cedar  chests,  wrapped, 
crated  or  boxed  

23  Furniture,   new.    or  furni- 
ture stock  orstuff,  at  own- 
er's risk  of  rubbing,  chaf- 
ing or  ordinary  breakage, 
when  less  than  carloads, 
as  follows,  viz.: 
24  Beds,    folding.    N.  O.  S., 
wrapped,  crated  or  boxed. 
25  Beds,  folding,  entirely  tak'n 
apart  and  K.  D.  flat,  wrap- 
ped, crated  or  boxed  
26  Beds,   mantel,    folding, 
wrapped. 

1V2 

2 

1 
3 

50  Chairs  or  stools.  S.  U.,    N. 
O.  S.,  wrapped,  crated  ot 
boxed  
51  Chairs  or  stools,    N.  O.  S., 
K.    D.    flat,   in    bundles, 
crates  or  boxes               .   . 

;"2  Chairs  or  stools,    bamboo, 
rattan,    reed    or    willow, 
wrapped,  crated  or  boxed. 
53  Chairs,  barber,  dental,  fold- 
ing, reclining  or  surgical, 
S.  U.,  wrapped,  crated  or 
boxed  

27  Bed    slats    (see    note),    in 
bundles,  crates  or  boxes. 

313 

[28J 

C  lass  ification — Continued. 


V 

L.C.L. 

C.  L. 

F                              L.C.  L.    C.  L. 

FURNITURE—  Continued. 

1  Chairs,  barber,  dental,  fold- 
ing  reclining  or  surgical, 

FURNITURE—  Continued. 

27  Chiffoniers,  wrapped,  crat'd 
or  boxed                                       1 

K.  D.  or  folded,  wrapped, 
crated  or  boxed 

9 

28  Chiffoniers  and  fold'g  beds 
combined,  N.  O.  S.,  wrap-               i    , 

2  Chairs,    camp    or   theatre, 

ped,  crated  or  boxed  \Yz 

wrapped,  crated  or  boxed. 

1 

29  Chiffoniers  and  fold'g  beds 

3  Chairs,   cane  or  split  seat, 
S.   U 

\yz 

combined,  entirely  taken 
"apart  and  K.D.  fiat,  wrap- 

4 Chairs,  cane,  splint  or  ve- 
neer seat,   tops  and  leers 
separated  and  nested,  tied 

i 

ped,  crated  or  boxed  2      
30  Chiffoniers  and  wardrobes 
combined,     wrapped, 
crated  or  boxed                           l1^ 

5  Chairs,  combined  chair  and 
step  ladder  S  U 

i 

31  China  cases  or  closets, 
wrapped,  crated  or  boxed.          11;> 

6  Chairs,  combined  chair  and 
step    ladder,    K.    D.,    in 

9 

32  China  closet  and  sideboard 
combined,     wrapped, 
crated  or  boxed                             IV-ji 

7  Chairs,  iron,  S.  U.,  wrap.d, 
crated  or  boxed 

1 

33  Church  furniture,  S.  U.,  as 
follows:    Altars,    pew 

8  Chairs,   iron,  K.  D.,  crated 
or  boxed  

3 

backs,     chancel     rails, 
mouldings,     pew     ends, 

9  Chairs,  leather  seat  (not  up- 

pulpit  seats,  etc  l1^  
34  Same    K    D                                     2 

crated  or  boxed  

Dl 

35  Commodes.      wrapped, 

10  Chairs,    office,    revolving1, 

crated  or  boxed  I      ... 

tops  detached  from  bases, 
wrapped,  crated  or  boxed. 

IK 

36  Cots,  K.   D.  or  folded,    in 
bundles,  crates  or  boxes           2      

11  Chairs,   rocker  (not  spring 

37  Cradles  or  cribs,  brass,  S.U.       Dl      

rocker  chairs),  with  rock- 
ers   detached,     same    as 

38  Cradles  or  cribs,  brass,  K.D., 
in  bundles,  cratesor  box's.          2 

chairs,  S.  U. 
12  Chairs,  spring  rocker,  with 
bases  detached  and  pack'd 
inside  of  seats,    or   with 
backs  and  arms  detached 

39  Cradles  or  cribs,  N.  U.S., 
S.  U  Dl      
40  Cradles  or  cribs,  N.  O.  S., 
K  .D.  or  folded,  in  b'ndles, 
crates  or  boxes                             2 

and  pack'd  inside  of  seats, 
in    bundles    wrapped   or 
crated  

9; 

41  Cribs,  bamboo,  S.U.  .crated 
or  boxed  3tl      
42  Cribs,  bamboo,  K.  D.,  flat, 

13  Chairs,  veneer  or  wood  seat, 
S.  U 

\yz 

crated  or  boxed  Dl      
43  Cupboards,  wooden,  S  U., 

14  Chairs,  veneer  or  wood  seat, 

wrapped  or  crated  l^j  

top  and  legs  separat'd  and 
nested    tied  in  bundles 

i 

44  Desks,   N.  O.  S.,  wrapped, 
crated  or  boxed                           IJ^j 

15  Chair  bases,  iron,  in  pkgs. 
16  Chair  frames,  iron 

3 
Dl 

45  Desks,     K.    D.,    wrapped, 
crated  or  boxed                           1 

17  Chairframes,  spring  rocker, 
with  bases  detachen  and 
packed  inside  of  seats  .... 
18  Chair  frames,  wooden.    N. 
O.  S  

VA 

3tl 

46  Desks   and   folding  beds 
combined,  S.U  1V£  
47  Desks  and   folding    beds 
combined,  K.  D  2    
48  Dressing   cases,    wrapped, 

19  Chair  frames,  wooden,    K. 
D.  flat 

1 

crated  or  boxed  1      
49  Dressing  cases  and  folding 

20  Chair  seats,  barber,  wooden, 
in    the    white,    crated    or 
boxed    

2 

beds  combined,  S.  U  1^2  — 
50  Dressing  cases  and  folding 
beds  combined,  K.D...          2      

21  Chair  seats,  cane  or  rattan, 
in  bundles,  crates  or  box's 

2 

51  Easels,  bamboo,   crated  or 
boxed  Dl      

22  Chair   seats,    tibre-  board, 
crated  or  boxed  
23  Chair   seats,     perforated, 
crated  or  box  ed  
24  Chair  seat  frames,  wooden, 
in  bundles,  crates  or  box's 
25  Chair  stock  or  stuff    N   () 

2 
3 
3 



52  Easels,  N.  O.  S.,  wrapped, 
crated  or  boxed  l1^  
53  Easels,    wooden,    in    the 
white,  K.D.  flat  or  folded, 
wrapped,  crated  or  boxed.          3      
54  Footstools,  wrapped,  crated 
or  boxed                                       1 

S.,    in  the  white,    K.  D. 

55  Furniture,  bamboo,  rattan,  ; 
reed  or  willow,  N.O.  S             3tl      

in  bundles  or  crates  
26  Chair  stuff    cane    rattan  or 

3 



56  Fnrnilure,  brass,  N.  O.  S., 
S.   U                    3tl      

willow  .. 

3 

314 

[29] 

Classification— Continued , 


L.C.L.  c.  L. 


L.C.L.    C.  L. 


FURNITURE—  Continued. 

1  Furniture,  brass,  N.  (J.  S., 

K.D.,in  bundles. crates  or 
boxes 

2  Furniture,  iron,N  .O.S..  S.  V . 

3  Furniture,  iron.   X.  O.  S., 

K.D 

4  Furniture,  N.  O.  S..  S.   U., 

wrapped, crated  or  boxed 

5  Furniture,  N.  (J.  S.,  K.  D.. 

in  bdls.,  crates  or  boxes . . . 
G  Furniture,  vault  or  office, 
iron  or  steel, consisting  of 
filing  cabinets  or  cases, 
shelving,  counters  and 
roller  book  shelves,  crated 
or  boxed 

7  Furniture, frames,  N.  O.  S.. 

8  Furniture   stock    or    stuff, 

wooden,  N.  O.  S.,  in  the 
white,  in  bundles,  crates 
or  boxes 

9  Furniture    stock    or   stuff, ; 

wooden,  N.  O.  S  ,  in  the 
rough,  including  boards 
or  pieces  of  lumber  glued 
together  edgewise,  in r 
bdls.,  crates  and  boxes . . . 

10  Hall  chests,  wrapped, crated 

or  boxed ' 

11  Hall  stands,N. U.S. wrapped 

crated  or  boxed 

12  Hall  stands, K.D. , wrapped. 

crated  or  boxed 

13  Hat  racks.N.  O.  S., wrapped1 

crated  or  boxed 

14  Hat  racks,  K.  D.,  or  folded, 

wrapped, crated  or  boxed. 

15  Hearths,  iron,  marble,  slate 

or  stone .  boxed 

16  Hearths, loose, not  taken,     j 

17  Lounges  and  couches,  bam- 

boo, rattan,  reed  or  wil- 
low, wrapped,  crated  or 
boxed 

18  Lounges  and  couches,    N. 

O.  S.,  wrapped,  crated  or 
boxed  

19  Lounges   and   couches,  N. 

O.  S.,  backs  off  or  without 
backs,  wrapped  crated  or 
boxed .- 

20  Lounge  or  couch   frames, 

21  Lounge  or   couch  frames, 

back  detached  or  without  . 
backs  

22  Lounge  or   couch  frames, 

backs  and  legs  detached . . 

23  Lounge  or  couch   frames, 

K.  D., flat, backs, legs  and 
headrests  detached 

24  Mantels,  marble, slate,  stone 

or  terra  cotta.  boxed ' 

25  Mantels,    wood,   crated    ori 

boxed ! 

26  Mantels, loose, not  taken.     •• 


D  I 
1 
1 


3t  1 


4 


3tl 
D  1 


D  1 

1 
1 


FURNITURE—  Continued. 

27  Mantel  tops,  wood,  same  as 

mantels,  wood. 

28  Mattresses,  N.O.  S 1 

29  Mattresses,  wire 1 

30  Music    cabinets,  N     O.  S.. 

wrapped,  crated  or  boxed.     Dl 

31  Music  stands  or  racks.  N .  O. 

S. , wrapped, crat.  or  boxed     Dl 

32  Music  stands  or  racks,folded 

flat,  wrapped,  crated  or 
boxed  

33  Music  stands  or  racks,  en- 

tirely taken  apart  and  K. 
D.  flat,  wrapped,  crated  or 
boxed 1 

34  Parlor  frames D  1 

35  Portfolios,  bamboo,  crated 

or  boxed D  1 

36  Refrigerators 2 

37  Safes/kitchen ,N.O.S ,         1 

38  Safes,  kitchen,  entirely  tak-j 

en  apart  and  K.  D.  flat,  in 
bundles, crates  or  boxes..  3 

39  School  desks  and  seats, S.U.          1 

40  Schooldesksandseats.com-' 

pactly  folded, wrapped.  .. 

41  School  desks  and  seats, K.D          3 

42  School  desk  castings,  iron,' 

racked I         2 

43  Settees,  bamboo.rattan,  reed 

or  willow, cratrd  or  boxed      3t  1 

44  Settees, iron, S.U. .wrapped. 

crated  or  boxed 1 l  • 

45  Settees, iron, K. I)., crated  or 

boxed 2 

46  Settees,  wooden,  N.  O.  S., 

wrapped, crated  or  boxed.     Dl 

47  Settees,    wooden,     folded, 

wrapped. crated  or  boxed.,         1 

48  Settees,    wooden,    entirely 

taken  apart  and  K.D.  flat, 
wrapped, crated  or  boxed.  3 

49  Sideboards, wrapped, crated 

or  boxed 1 

50  Sideboards     and     folding 

beds,  combined. S.  U   ....          I1. 

51  Sideboards     and     folding 

beds, combined,  K.  D 2 

52  Sofa  bottoms ;....:..      Dl 

53  Sofa  and  tete-a-tetes,  b'tn- 

boo, rattan  .reed  or  willow, 
wrauped,  crated  or  boxed  Dl 

54  Sofas  and  tete-a-tetes,  N.O. 

S.,  wrapped,  crated  or 
boxed D  1 

55  Sofa  or  tete-a-tete  frames, 

S.U 3tl 

56  Sofa  or  tete-a-tete  frames, 

nested  with  chair  frames        3t  1 

57  Sofa  or  tete-a-tete  frames. 

K.D.  flat 1 

58  Spring  beds,  S.  U 1 

59  Spring  beds,  folded. rolled, ; 

or  compressed  flat,  fas- 
tened together  by  wire. ..  2 


315 


[30] 

Classification —  Continued. 


F 

L.C.  L. 

C.  L. 

1 

F 

L.C.L.I  C.  L. 

FUR  X  ITURE—  Continued. 
1  Spring  beds,  entirely  taken 
apart  and  K.  D.  flat  (not 
folded),  boxed  

2 
1 

3 

3tl 
'  D  1 
3tl 

2 
2 

3tl 
D  1 
3tl 

D  1 
1 

1 

2 
3 
1 
3 
If* 
3tl 

3 
3 
2 
D  1 

1 

F  U  R  N  I  TUR  E—  Cone  hided. 
28  Wardrobes,  N.  O.  S., 
wrapped,  crated  or  boxed. 
29  Wardrobes,  K.D.,  wrapped, 
crated  or  boxed 

1 
2 
»« 

2 

1 
1 

3 

4 

2 
1 

2  Springs,    furniture,    wire, 
coiled,  in  bundles  
3  Spring's,   furniture,    wire, 
coiled,  in  boxes,  bbls.  or 
casks  
4  Stands,  bamboo,  N.  O.  S., 
crated  or  boxed  
5  Stands,  bamboo,  K.  D.  flat, 
crated  or  boxed  
6  Stands,  rattan,  reed  or  wil- 
low, crated  or  boxed 

30  Wardrobes  and  folding 
beds  combined,  S.U  
31  Wardrobes  and  folding 
beds  combined,  K.  D  
32  Washstands,  wooden,  wrap, 
crated  or  boxed 

""4" 
4 

33  Washstands,  iron.N.  O.  S.. 
34  Washstands,  iron,  boxed..  .. 
35  Weights,  iron,  for  folding 
beds,  loose  or  in  bundles, 
crates  or  boxes 

7  Stools,   N.   O.  S.,  same   as 
chairs. 
8  Stools,  store,  iron,  or  iron 
and  wood  combined,  S.  U. 
crated  or  boxed  
9  Stools,  store,   iron,  or  iron 
and  wood  combined,  K. 
D.  flat,  or  folded  flat,  crat- 
ed or  boxed      ... 

36  Furniture  trimrnings.metal, 
N  .  O.  S.,  in  packages  
37  Fuse  

38  Fustic          .       .   . 

3 

1 
2 
3 
3 
1 

1 

m 

3 
3 

3 

3 
3 
2 
4 

4 

3 
1 
1 
4 
2 
2 
3 
1 

2 
3 
2 

3 

5 

3 
4 
4 
5 

3 
4 

G 

39  Galls,  ox,  in  glass,  boxed.  .  .  . 
40  Galls,  ox,  in  cans,  boxed..  .. 
41  Galls,  ox,  in  bbls  

10  Store  stool  pedestals,  iron, 
crated  or  boxed  
11  Tables,  bamboo,  S.  U.,  crat- 
ed or  boxed 

42  Gambier. 

12  Tables,  bamboo,  K.  D.  flat, 
crated  or  boxed  

43  Games.  P.P  
44  Games,  N.  C).  S  .boxed  
45  Gas  black,  in  bbls.     (C.  L., 
minimum    weight    10,000 
IDS.).                        ..   .. 

13  Tables,  rattan,  reed  or  wil- 
low, S.  Liberated  or  boxed 
14  Tables,  rattan,  reed  or  wil- 
low, K.  D.,  flat,  crated  or 
boxed  
15  Tables  and  stands,  N  .O.S., 
wrapped,  crated  or  boxed. 
16  Tables  and  stands,  N  .U.S., 
K.  D.,  wrapped,  crated  or 
boxed  
17  Tables  and  stands,  N  .O.S., 
K.  D.,   flat  or  folded  flat 
including    tops,  leaves, 
legs,  slides  and  supports, 
wrapped,  crated  or  boxed. 
18  Table    slides,    wooden, 
racked,  crated  or  boxed.  .. 
19  Table    legs,  brass,   bronze 
or  nickel-plated,  in  pkgs.. 
20  Table  stuff,  wooden,  in  the 
white        .              

46  Gas,  carbonic  acid,  in  iron 
drums  or  tubes        .      .   .. 

47  Gas,  dental,  in  cylinders.  .. 
48  Gas,  oxygen,  in  iron  or  steel 
tubes  or  cylinders. 

5 
5 
...... 

5 

6 

7 
5 

U 



.49  Gates,  fence,  combination, 
iron  or  wire  
50  Gates,  fence,  iron  
51  Gates,  water,  N.  O.  S. 

52  Gates,  water,  iron  

53  Gates,  iron  and  attachments 
including  posts  and  tim- 
bers.K.  D  
54  Gates,  railroad    safety,  in- 
cluding  wooden    jointed 
arms,  in  bundles  ;c'astings, 
chain    and    attachments, 
boxed  
55  Gates,  wooden 

21  Teapoys,  wrapped,    crated 
or  boxed  
22  Towel  racks,  bamboo.crated 
or  boxed  
23  Towel  racks,   iron,  or  iron 
and   wood  combined,  in 
boxes  or  bbli.  

56  Guages,  steam,  boxed  

57  Guages,  track,  iron  

58  Guages,  water,  boxed  
59  Gelatine,  N  .  O.  S  

5" 
4 
6 
6 
6 

60  Gelatine,  petroleum,  in  bbls 
61  Generators,  electric  
62  Generators,  soda  water,  S.U. 
63  Generators,soda  water,  K.D 
64  Generators,  steam  
65  Ginger  or  ginger  root  
66  Ginger   ale.  in    bottles,   in 
open  carriers 

24  Towel    racks,  wooden,    in 
bbls.  or  boxes  
25  Tripods,  K.  D.,  in  crates  or 
boxes 

26  Wall  pockets,  bamboo,  Crat- 
ed or  boxed  
27  Wall  pockets,  N.  C).  S.,  K. 
D.,  or  folded,  crated   or 
boxed  .  . 



316 

[31] 

Classification — Continued . 


G 

L.C.L. 

C.  L. 

G 

L.C.L. 

C.  L. 

1  Ginger  ale,  in  glass  or  earth- 
en ware,   well    packed    in 
barrels  or  boxes  
2  Ginger  ale,  in  wood  
3  Ginseng  

4  Glass  and  glassware  : 

3 
3 
1 

5 

GLASS   AND  GLASSWARE 
—  Continued. 
External    measurement   of 
package  exceeding  5^2  ft. 
in  length,  loaded  in  box 
car;  carriers'  liability  lim- 
ited to  25  cents  per  square 
foot 

Dl 

3 

29  Not  so  limited  

3tl 

3 

5  Battery  jars,  glass,  in  pack- 
ages.. 

9 

5 

30  External    measurement    of 
package  S1^  feet  and  un- 

6 Beer  glasses,  N.  O.  S.,  in 
packages  (C.  L.,  min.  wt. 
16,000  Ibs.)  
7  Beer  mugs,  glass,  with  side 

2 

3 

der  in   length,  loaded  in 
box  car;  carriers'  liability 
limited   to   15   cents    per 
square  foot 

1 

3 

handles,  in  packages  
8  Butter  crocks,  glass,  in  pack- 
ages, (C.  L.,  minimum  wt. 
16,000  Ibs.)     

2 
2 

5 

3 

31  Not  so  limited  
32  When  of  such  size  as  to  re- 
quire   flat    car.    released 
(see  note  be  ow) 

I1- 
3tl 

3 
3 

9  Chimneys,  glass,  in  pack- 
ages 

•> 

4 

33  Plate  glass,  boxed,  O.  R.  B. 
or  released  • 

10  Creamery  jars,  glass,  naked, 
packed,  in  bulk,  min.  wt. 
16,000  Ibs.) 

3 

34  In   packages  exceeding  20 
feet,  united  measurement 
—  length  and  width  added 

11  Demijohns 

Dl 

4 

—  (see  note  below)  •  car- 

12 Demijohns,  naked,  in  pack- 
ages   

1 

riers'   liability  limited  to 
25  cents  per  square  foot.  .  . 

Stl 

3 

13  Demijohns,  naked,  packed, 
in   bulk,    min.  wt.   16,000 
Ibs  

3 

35  Not  so  limited  
36  In  packages  not  exceeding 
20  feet   united  measure- 

4tl 

3 

14  Demijohns,  in    boxes   or 
casks 

1 

ment—length  and    width 
added  —  carriers'  liability 

15  Floor  lights,  glass 

4 

5 

limited  to  15  cents  per  sq 

16  Fruit  and  milk  jars,  glass, 

foot  

1 

3 

and  tops  in   packages  (C. 
L.,  min.  wt.  20,000  Ibs.).  .. 
17  Glass,  broken  or  cullet,  in 
packages 

3 
4 

5 
9 

37  Not  so  limited  
38  Glass,  rolled  cathedral,  com- 
prising all  varieties  of  cast 
orrolled  colored  glass  not 

m 

3 

18  Glass,  cathedral,  framed  or 

framed  or  leaded 

3 

5 

leaded,  in  packages  
19  Glass,  chipped  or  crystal- 
ine      

1 
3 

3 

7 

39  Glass,  roofing  and  floor  
40  Glass,  rough  or  ribbed,  for 
skylights,  flo(  slights  vault 

4 

5 

20  Glass,  chipped  orcrystaline 
over  80  united  inches  in 
dimensions  

3 

7 

coversand  pavements,also 
moulded  or  pressed  floor- 
lights  

4 

5 

21  Glass,  chipped  or  crystal- 
ine,  80  united  inches  and 
under  
22  Glass,   decorated  and  em- 
bossed or  etched  

4 
1 

7 

41  Glass,    sheet   (or  cylinder) 
bent,  boxed  
42  Glass,  shock,  same  as  glass 
looking. 
43  Glass,   window,  colored, 

2 

4 

23  Looking  glasses  and  mir- 
rors, including  detached 
back   bar   or   sideboard 
mirrors,  boxed,  (J.  R  B.  or 
released:  External  meas- 
urement of  package  ex- 
ceeding 5?o  feet  in  length 
loaded    in   box  car;  car- 
riers'  liability  limited  to 
25  cents  per  square  foot.  .  . 
24  Not  so  limited 

Dl 
Stl 

3 
3 

enameled  orground,  same 
as  glass,  window,  com. 
44  Glass,    window,    common, 
over  80  united  inches  in 
dimensions  
45  Glass.  window,  com.,  N.O. 
S.,  80  united  inches   and 
under  in  dimensions  
46  Note—  "  L"  n  iteH     inches" 
means     the    length    and 
breadth  of  package  added 

8 

4 

7 

7 

25  External    measurement    of 
package  5  feet  and  under 
in  length,  loaded  in  box 
car;  carriers'  liability  lim- 

together. 
47  Glasses,    looking,    framed, 
boxed,  5  feet  or  over  in 
length  of  box 

Dl 

3 

ited  to  15  cents  per  square 
foot  
26  Not  so  limited 

i 

3 
3 

48  Glasses,   looking,   framed, 
boxed,    under  5    feet    in 
length  of  box 

3 

27  When  of  such  size  as  to  re- 

49 Glassware  cut  in  packages 

Dl 

quire   flat    car,    released 
(see  note  below)   
28  Mirror  plate  glass  and  shock 
glass,  boxed,  O.  K.  B.,  or 
released  : 

3tl 

3 

50  Glassware,  N.O.  S..  in  pack- 
ages   
51  Globes    or     bulbs,   electric 
light,  glass  in   packages. 
(C.  L..min.  wt.  16,  000  Ibs) 

2 
Dl 

4 
3 

NOTE— Shipments  loaded  on  open  cars  are  subject  to  a  minimum  charge  equal  to  that  for 
5, 000  Ibs..  at  first  class  rate,  for  each  car  used.  Maximum  charge  provided  by  rule  12  to  be 
observed. 


317 


[32] 

Classification — Continued . 


G 

L.C.L. 

C.  L. 

L.C.L. 

C.  L. 

GLASS  AND  GLASSWARE 
—  Concluded. 
1  Globes,  lantern,   glass,    in 
packages,  (min.    weight, 
16  000  Ibs  ) 

9 

4 

34  Glycerine,  in  glass,  packed. 
35  Glycerine,  in  tin,  boxed  or 
jacketed  
36  Glycerine,    in     barrels    or 
drums 

1 
2 
3 

3 
3 
4 

2  Globes,  street  lamp,  glass, 
in  packages,  (C.  L.,  mini- 
mum weight  16,000  Ibs.)  .. 

1 

3 

37  Golf  clubs  
38  Government  supplies: 
39      Ordnance  stores,  N.  C).  S. 

1 

9 

3  Lamps  and  lamp  founts,  cut 
glass   in  packages 

Dl 

40     Q'masters'  stores,  N.O.S. 
41  Governors,  steam,  boxed 

9 

2 

6 

4  Lamps  and  lamp  founts,  N. 
O  S.    in  packages 

1 

| 

42  Graders,  road,  on  wheels, 
S.  U  

3 

6 

5  Lamps    and    lamp    founts, 
wholly  of  glass,  not  dec- 
orated (see  note)  in  pack- 
ages . 

9 

3 

43  Graders,  road,  wheels   de- 
tached   
44  Graders,   road,  without 
wheels,  'S.  U  

3 
3 

6 
6 

NOTE—  The  collar  on  the 
lamp  will  not  affect  the 

45  Graders,   road,   without 
wheels,  K.  D  

3 

6 

46  Road  grader  blades 

3 

attachments,  fixtures, 
trimmings,  shades  or  or- 
naments will  be  included 

47  Grain,  in  barrels  and  bulk, 
(see  special  tariff). 
48  Grain  in  bulk,  15.  000  Ibs.  and 
over 

5 

6  Lens,  glass,  for  spectacles, 
boxed  
7  Meat  pots  and  jars,  glass,  in 
packages  
8  Milk  crocks,  glass,  in  pack- 
ages (C.  L.,  min.  weight 
16,00.ilbs.)  
9  Paper   weights,  glass,    in 
boxes  or  barrels           

1 

2 

2 

2 

5 
3 

49  Grain  in  bulk,  less  than  15,- 
000  Ibs.  not  taken  . 

50  Grain  in  sacks  or  barrels  .  . 

51  Grain  screenings,  same  as 
the     grain     from     which 
screened. 
52  Granite  iron  ware,  N.  O.  S., 

'] 

See 
special 
tariff. 

10  Pendants,  glass,  in  boxrs(C. 
L.  min.  wt.  16,000  Ibs.).... 
11  Prism  lights,  glas?,  framed, 
wired  or  lead  

9 
1 

3 

boxed  
53  Granite  iron  ware,  nested, 
boxed  
54  Grape    cuttings    or    grape 

1 

9 

4 
4 

3 

leaded 

3 

5 

55  Grape  pomace 

5 

13  Reflectors,  glass,   in   pack- 
ages  (C.  L.   min.  weight 
16.000  Ibs.  i    

1 

3 

56  Graphite  or  graphite  ore.  in 
^  bags,  boxes,  kegs  or  bbls.. 
r>7  Graphite  or  graphite  ore,  in 

S 

4 

14  Shades,    glass,    N.    ().  S., 

casks  

4 

5 

packed   in   boxes,  barrels' 
or  casks  (C.  L.  min.  wt. 

58  Graphophones,    in    boxes, 
crates  or  barrels  

1 

3 

16,000  Ibs.)  
15  Shades,  lamp   gla^s    N    (  ) 

1 

3 

59  Grass,  sea  or  prairie,  pressed 
in  bales. 

1 

5 

S.,    in    packages     (C.    L. 
min.wt  16,  000  Ibs) 

1 

3 

60  Grasses,  dried,  in  boxes  or 
casks 

1 

16  Signs  or  show  cards,  glass, 
boxed 

1 

61  Grasses,  dried,  N.    O.   S., 
pressed  in  bales.  .  .. 

1 

4 

17  Siphons,    mineral    water, 
glass,  in  packages 

2 

4 

62  Gravel  (soft  coal  rates)  . 
63  Grease,  axle,  in     buckets, 

18  Tumblers,  glass,  (not  gob- 
lets) in  packages  
19  Vases,  glass,  in  packages 

2 
1 

5 

cans  or  kits  
64  Grease,  axle,    in  barrels  or 
boxes           

3 
4 

5 
5 

20  Globes,  geographical,  p'ked 
in  boxes  

1 

65  Grease,  rod  or  wax,  in  bar- 
rels   

4 

5 

21  Gloves,  boxing.  boxed  

Dl 

66  Grease,  Kalon,  in  wood  

4 

5 

22  Gloves  and  mittens.  .  .  . 

1 

67  Grease,  N   O.  S.,  in  buckets 

23  Gloves  husking    boxed 

1 

cans  or  kits  • 

3 

5 

24  Glucose,  in  kegs,  barrels  or 
casks 

4 

" 

68  Grease.  N.  O.  S.,  in   boxes 
barrels             

4 

5 

25  Glucose,  feed,  in  bags   or 
barrels 

5 

i  69  Grease,  rosin,  in  wood  
70  Grease  eradicator,    in    tin. 

4 

8 

26  Glucose,  feed  

•   io 

packed  in  cases.  

9 

27  Glue,  in  boxes  or  bags  
28  Glue  in  barrels  or  casks  .... 
29  Glue,  liquid,  in  cans,p'ked 
in  boxes  or  barrels  

3 
4 

2 

5 
5 

5 

71  Girdles,  asbestos,  in  boxes 
or  barrels  
72  Griddles,  soap  stone  
73  Grindstones,  incl'ding  pulp 

2 
3 

....... 

30  Glue,  liquid,  in  glass,  p'cked 

i 

grinding  stones  loaded  in 
box  cars 

4 

31  Glue,  liquid,  in  kegs,   half 
^barrels,  barrels  or  casks.  .. 

4 

5 

74  Grindstones,  requiring  flat 
or  gondola  car,  min.  wt. 
4  000  Ibs  each 

1 

4 

I   75  Grindstones 

7 

33  Glue  stock,'  sizing  or  scraps 

'"9" 

1   76  Grindstones,  mounted  

2 

7 

3  US 


[33] 

Classification — Continued . 


G 

L.C.  L. 

C.  L. 

H 

L.C.L. 

C.  L. 

1  Grindstones  and  grindstone 
frames,  K.  D.,flat  or  fold- 

41 
4? 

Hair,  in  bulk,  not  taken. 
Hair,  curled,  in  bales  or  rope 

1 

ed  flat,  securely  crated  or 
boxed  

4 

43 

44 

Hair,  human,  in  packages.. 
Hair  crimpers  or  curlers,  N. 

Dl 

2  Grindstone  fixtures,  N.  O. 

O.  S.,in  packages 

2 

S.  in  boxes  bbls  or  casks 

3 

45 

Hair  pins 

9 

3  Grindstone  frames,  without 
grindstones   S.  U 

1 

f 

46 

Hammers,  in  boxes,  bbls.  or 
casks 

3 

4  Grindstone   frames,  K.  D. 
and  tied  in  bundles 

4 

47 

48 

Hammocks,  in  bales  
Hammock  stands,  iron 

1 
1 

3 

5  Grindstone  frames,  K.  D., 
with  grindstones  

7 

49 

Hammock  spreaders  or  sup- 
Eorts,  wooden,  crated  or 

6  Grits,  in  packages  

4 

5 

oxed  

2 

4 

7  Groceries,  N.  O.  S 

1 

50 

Hampers,  not  nested 

4tl 

8  Guano,  in  bbls.  or  bags  
9  Guano  

4 

"  "e" 

51 
5? 

Hampers,  nested  
Hams,  artificial,  for  adver- 

3tl 

10  Gum,  almadina  or  tuno,  in 
packages 

3 

4 

tising  purposes,  in  crates, 
boxes  or  bbls 

j 

3 

11  Gum,  camphor,  in  packages 
12  Gum,    chewing,    in   glass, 
packed 

2 
1 

3 

53 
54 

Handles,  iron  orwire.N.O. 
S.,  in  packages  
Hangers,  clothing,  wooden 

3 

13  Cum,  chewing    in  cases  or 

boxed 

9 

bbls  .      .. 

3 

55 

Hangers,    house   door,    in 

14  Gum,  chicle  in  bags  or  bbls 

4 

packages  . 

3 

15  Gum,  copal,  demar,  kowrie, 
sandaric    or    shellac,     in 

56 

Hanger  tracks,  barn  door, 
iron  or  steel  . 

4 

5 

packages  

3 

4 

57 

Hanger  tracks,  house  door, 

16  Gum,  dextrine,  in  bags  or 

in  packages  . 

3 

5 

bbls 

3 

4 

17  Gum,  pontianac,  in  p'kages 

3 

58 

Hard  ware.  etc. 

18  Gums,  N.  O.  S  

1 

59 

NOTE  —  All  articles  of  iron 

19  Guns,  rifles  and  other  fire- 
arms 

1 

or  steel  manufacture, 
when  fitted,  painted,  jap- 

20 Gun  barrels,  boxed  
21  Gun  or  rifle  cleaners  boxed 

1 
1 

anned,  bronzed.coppered, 
acid     coppered,     plated, 

22  Gun  cotton,  taken  only  by 
special  agreement. 
23  Gun  implements,  N.  O.  S., 
boxed    ... 

tinned,    galvanized,     o  r 
when  joined  together  in 
the  rough,  will  be  consid- 
ered    as     hardware     and 

24  Gun    stocks,    finished,     in 
^packages  
25  Gun  stocks,  in  the  rough,  in 
bundles,  crates  or  boxes 

2 
3 

60 

classified  accordingly,  un- 
less otherwise  specified  in 
the  classification. 
Hardware,  N.  O.  S     

3 

26  Gun  stocks,  in  the  rough  .  .  . 
27  Gun  wads 

.^.  . 

5 

4 

6f 

Harness  and  saddlery 

28  Gutta  Percha,  in  bales 

3 

6? 

Halters,  in  boxes  or  bbls 

9 

29  Gutta  Percha  goods  

1 

63 

Hames,  in  bundles  

9 

6 

30  Guttering,  copper  or  tin  
31  *Guts,  in  kegs 

4 

4 

•    8 

64 

65 

Hames,  in  boxes  
Hame  sticks,  in  the  white, 

3 

6 

32  *Guts,  hog  or  beef,  in  half- 

in  bundles  

3 

bbls.,  bbls.  tierces  
33  Gymnastic    apparatus,     K. 
D.,  boxed  or  crated       .  . 

4 
1 

9 

66 
67 

Hame  sticks,  in  the  white, 
in  crates  or  boxes  
Hame  sticks,  in  the  white 

; 

""5" 

34  Gypsum,  in  bags  or  bbls  

:> 

8 

ri8 

Hame  sticks,  in  the  rough.  . 

6 

35  Gypsum  

8 

69 

Harness  hardware  

4 

11 

70 
71 

Harness,  in  bales  or  boxes.  . 
Harness   makers'    wax,    in 
boxes  or  bbls. 

2 
3 

79 

Horses  stitching 

1 

2 

36  Hair,  N.  O.  S.,   in  sacks  or 
cases  

l 

73 
74 

Sadd'es.in  bales  or  boxes.. 
Saddletrees 

3 

9 

37  Hair,  N  .  O.  S.,  in  bbls  
38  Hair.,   N.  O.   S.,  in    paper 

2 



7:> 
7fi 

Saddlery,  boxed.  N.  O.  S... 
Stirrups,  wooden 

2 
3 

"  "5" 

sacks,  compressed  in  bun- 

77 

Whips,  in  bales  

I1., 

dles 

3 

7S 

Whips  boxed 

1   " 

39  Hair,  N.  O.  S.,  compressed 
in  bales 

3 

79 

Whip  sockets,  X.  O.  S.,   in 
boxes  or  barrels 

1 

40  Hair,  as  enumerated  above, 
minimum    weight    20,000 

80 

Whip  sockets,  iron,  in  bbls. 
or  boxes 

3 

Ibs... 

5 

*See  casings. 


319 

[34] 

Classification  —  Continued. 

H                             L.C.L.    C.  L. 

H                            L.C.L. 

C.  L. 

HARDWARE—  Concluded. 
1  Whip  stocks,    rawhide,   in 
bdls.,  boxes  or  barrels  ....          2      
2  Whip  stocks,  wooden  3             5 
3  Whips,  not  baled,  not  taken. 
4  Collar    pads,    in     bales?    or 
boxes  (C.    L.,   minimum 
weight  16.000  Ibs.  i  2              3 
5  Collars,  horse,   in  sacks  or 
bales  1      
6  Hasps,     hasp     hooks,    and 
hasps  with  hooks  attached 
iron    or   steel,   in   boxes, 
kegs  or  bbls                                   4             5 

38  Antelope,  deer  or  elk  skins, 
dry,  in    bales,    minimum 
weight  14,  000  Ibs.  (Rule 
7  not  to  apply) 

2 
5 

39  Antelope,  deer  or  elk  skins, 
green  salted,  in  bundles..          3 
40  Buffalo  or   goat   robes,   in 
bales  1 
41  Calf  skins,  dry,  loose  or  in 
bundles  or  sacks,  C.  L., 
minimum    weight    12,000 
Ibs.  (Rule  7  not  to  apply)          1  •• 
42  Calfskins,  dry,  pressed  in 
bales   (C,    L..    minimum 
weight  20,  000  Ibs.)  1 
1  43  Calf  skins,  green,  in  bundles          4 
44  Cattle  switches,  in  bales  or 
boxes                2 

2 

4 
6 

5 
5 

7  Hassocks,  in  bbls.  or  boxes 
or  wrapped                                     1 

8  Hatchets,  boxed  3      

9  Hats  and  caps,  in  racks  or 
crates                                            Dl 

45  Cattle  tails.  dry,  in  bales....          2 
46  Cattle  tails,  green  salted,  in 
bundles,  bales  or  bbls  4 
47  Coney,    nutria   and   rabbit 
skins,  dry,  in  bundles  or 
bales  1 
48  Dogskins,  green,  pickled, 
in  bundles  3 

10  Hats  and  caps,  N.  O.  S.,  in 
boxes                                               1 

11  Hats  and  caps,  fur,  in  boxes          1      
12  Hat  bodies,  in  boxes,  same 
as  hars. 
13  Hat   roundings,    in     bags, 
.  sacks  or  crates  2      
14  Hat  roundings.  in  machine 
pressed   bales,   minimum 
12,  000  Ibs.     (Rule  7  not  to 
apply)                                              3              7 

5 

49  Furs,  peltries  or  skins,  com- 
pressed   in    bales,    or    in 
boxes,  as  follows:  Badger. 
bear,  beaver,  fis  er,  fox, 
lynx,  marten,  mink,  musk- 
rat,  oposum,    otter,  '  rac-| 
coonf  skunk,  wildcat  and 
wolf,  etc.,  and  imported 
dog  and  sheep  skins  Dl 

15  Hatters'  furs,  in  cases  Dl      
16  Hay    pressed    in   bales  (C. 
L.,  minimum  weight  20.  - 
000  Ibs.)     (  Rule  7  not  to 
apply)                                              1              9 

17  Hay    caps,    strawboard     or 
wood  pulp                                      1     '         5 

50  Fur  scraps  or  cuttings,  same 
as  furs,  peltries  or  skins. 
51  Goat  skins,  dry,  in  bundles 
or  bales  (C  L.,  minimum 
weight  20,  000  Ibs.)  1 
52  Goatskins,  green,  pickled,; 
in  bundles  3 

4 
•6 

'"e" 

6 
6 
6 

'"5" 
6 

6 
6 

18  Heading  and  heading  bolts          4             9 
19  Head  lights.  N.  O.  S                    Dl 

20  Head   lights,  boxed  or  se- 
curely crated  1      
21  Headlinings.     wooden,    in 
bundles  or  crates  4      
22  Headlinings.  wooden  9 
23  Hearths.  iron,  marble,  slate 
or  stone,  boxed         .                  3 

53  Goat     and     sheep     skins, 
pickled,  in  bbls                            4 

54  Goat  or  sheep  skins,  pickled  
55  Hides,  beef,  calf  or  horse, 
green,  in  bundles                i         4 

24  Hearths,  iron,  marble,  slate 
or  stone.  crated  or  boxed  5 
25  Hearths,  loose,  not  taken. 
26  Heaters,  car,  electric,  boxed          1      
27  Heaters   and    lamps,  com- 
bined, boxed  1      
28  H  eaters  .  feed  water  5 
29  Heaters,  hot  water,  iron  3             5 
30  Heaters,  steam  jacket  2             6 

56  Hides,  dry,  loose.  or  in  bun- 
dles or  sacks  (C.  L..  mini-  • 
mum  weight  20.000  Ibs.)  ..          H4 
57  Hides,  dry,  pressed  in  bales 
(C.  L.,  minimum  weight 
20,  000  Ibs.)  !         1 
58  Hide    pates   or   scraps,    in 
bbls.  ,  bales  or  sacks  4 
59  Hide  pates  or  scraps 

32  Hektograph  compound,  in 
tin,  packed  in  cases  2      
33  Hemp  in  bales  <C.  L.  .min- 
imum weight  20,000  Ibs.  i  .           4              7 
34  Hemp  carpeting  >         2      
35  Herbs,  dried—  sage,  summer 
savory,    catnip,     pepner- 
mint.'tansy,  marjoram,  or 
any  other  kind.  N.  O.  S., 
in  packages  (C.  L.,  mini- 
mum weight  12.000  Ibs  i  .             1              3 

36  Hides,  furs.  pelts,  robes  and 

60  Hog  skins,  dry,   in  bundles 
or  sacks.                                          1 

61  Hog  skins,  dry.  pressed  in 
bales                  .          .                  2 

62  Hog  skins,  green,  in  bundl's          4 
63  Hog  skins,  pickled,  in  bbls.           4 
64  Hog  skins,  pickled  
65  Porpoise  hides,  green  salted 
i  n  packages  3 
66  Seal  skins,  pickled,  in  bbls. 
or  casks    1 
67  Sheep  pelts  or  sheep  skins, 
dry,  in  bundles  or  bales  .  .           1 

5 
6 

skins,  as  follows,  viz. : 
37  Antelope,  deer  or  elk  skins, 
dry,  in  bales : ' 


[35] 

Classification — Continued. 


IL.C.L.  c.  L. 


L.C.L.    C,  L. 


HIDES,  FURS,  PELTS,  ROBES 
AND  SKINS — Continued '. 

1  Sheep  pelts  or  sheep  skins. 

dry.  loose  or  in  packages. ! 
min.  wt.  20.  COO  Ibs.  (Rule 
7  not  to  apply ) 

2  Sheep  pelts  or  sheep  skins,  j 

green,  pickled,  in  bdls... 

3  Sheep  pelts  or  sheep  skins,  i 

green,  pickled 

4  Sheep  pelts  or  sheep  skins, 

green,  salted,  in  bdls i 

5  Sheep  pelts  or  sheep  skins. ; 

green,  salted 

6  High    explosives,     taken 

only  by  special'agreern't.  i 

7  Hods,  brick  or  mortar,  iron, 

steel  or  wooden 

8  Hods,  coal,    iron  I  not  coal; 

vases)  

9  Holders,  coin,  boxed 

10  Holders,   be  ok,  and  parts, 

boxed  

11  Hollow   ware,   stove,    iron 

(  plain  or  enameled  i 

12  Hollv  branches,    in    bdls., 

P.  P 

13  Holly  branches,  in  bales  or 

boxes,  P.  P 

14  Holly  branches.  P.  P 

15  Hominy 

16  H  oney ,  in  glass 

17  Honey,    in    pa-teboard    or 

paper  boxes,  either  loose 
or  in  packages,  not  taken. 

18  Honey,  in  tins,  boxed  or  in 

wood 

19  Hoof   dressing,    in     glass, 

packed  in  cas  s 

20  Hoof  dressing,  in  tin  boxes 

or  cans,  packed  in  cases.. 

21  Hoof  stuffing,  N.  O.  S 

22  Hoof  stuffing,  in   bulk,   in 

tubs,  kegs,  1-2- bbls.  or  bbls. 

23  Hoofs,  in  packages 

24  Hoofs 

25  Hooks,  cants  or  peavies,  in 

bdl.,  box  or  crates 

26  Hooks,  fishing 

27  Hooks,  gas  pipe,  iron,   in 

boxes,  kegs  or  bbls 

28  Hooks,  shoe  button.  X.  O. 

S..  in  packages 

29  Hooks,   shoe  button,   iron 

or  steel  in  <  ackag  s 

30  Hooks  and  eves,  boxed .... 

31  Hoops,    barrels,   coiled. 

N.O.S 

32  Hoops,  barrel,  coiled,  nest- 

ed, in  bundles 

33  Hoops,  shaved,  in  bdls 

34  Hoops,     truss,     bent     into 

circles,  in  bundles 

35  Hoops,    truss,    in    straight; 

strips,  in  bundles 

36  Hoops,  N.  U.  S ; 

37  Hoop  poles 

38  Hoop  and  stave  bolts 

39  Hoop  skirts 


3 

m 

i 

T 

i 


40  Hops,  N.  O.  S 

41  Hops    N.    O.   S.,   in    bales 

(C.  L..  minimum  weight 
14, 000  Ibs.) 

42  Hops,     in     burlap     bales. 

lined  with  oil  cloth  pr  tar-; 
paulin  (C.  L.,  minimum 
weight  14,000  Ibs.) 

43  Hop  tea,  in  glass,  packed.. 

44  Horn  pith 

45  Horn  strips,  in  boxes > 

46  Horn  tips  or  ends,  in  pack-j 

ages i 

47  Horn  tips  or  ends. 

48  Horns,  elks',  S.  U.,  boxed 

or  crated ; 

49  Horns,     elk,     unmounted,  i 

boxed  or  crated 

50  Horns,  in  packages 

51  Horses,     builders',     wood, 

K.D.  flat  or  folded  flat .... 

52  Hobby  horses,    not  crated 

or  boxed 

53  Hobby    horses,    N.   O.  S., 

crated  '  r  boxed 

54  Hobby   horse   material, 

wooden,  in  the  white. 
K.  D.  flat,  in  bundles, 
crates  or  boxes 

55  Horses,  display  (not  hobby 

horses),  boxed '. 

56  Hose,    rubber,    canvas    or 

leather,  loose , 

57  Hose,    rubber,    canvas    or 

leather,  in  bales  or  crates. . 

58  Hose,    rubber,    canvas     or 

leather,  in  boxes. 

59  Hose  reels,  «.  U 

60  Hose  reels,  K.  D.,  packed. 

61  Hose  reels,  lawn 

(52  Hosiery,  incases 

63  Household  goods  and  sec- 
ond-hand furniture,  car- 
riers' liability  limited  to 
$5.00  per  100  Ibs.  in  case  of 
loss  or  damage  and  so  de- 
clared on  shipping  ticket 
or  bill  of  lading  by  ship- 
per, prepaid  or  guaran- 
teed   

61  Household  goods  and  sec- 
ond-hand furniture,  pre- 
paid or  guaranteed  (not 
released ) 

65  Household  goods  and  sec- 

ond-hand furniture,  car- 
riers' liability  limited  to 
$5.00  per  100  Ibs.  in  case  of 
loss  or  damage  and  so  de- 
clared on  shipping  ticket 
or  bill  of  lading  by  ship- 
per, prepaid  or  guaran- 
teed, min.  wt.  20,000  Ibs. 
(Rule  7  not  to  apply  ) 

66  Household  goods  and  sec- 

ond-hand furniture,  pre- 
paid or  guaranteed,  min. 
wt.  20, 000  Ibs.  (Rule  7  not 
to  apply— not  released)...1 


Dl 

1 

4 


Dl 

1 


3 

1', 


3 

r 

i 


1'., 


321 


[36] 

Classification — Continued. 


H 

L.C.  L. 

C.  L. 

I 

L.C.  L. 

C.  L. 

1  NOTE.—  The  above   rating 
carloads  will  include  not 

24  Injectors,  steam  or  water, 
boxed 

2 

to  exceed  ten  head  of  live 

25  Ink,  in  cans  

2 



stock.     When  a  car  con- 

26 Ink,  in  wood. 

3 

tains    horses,    mules    or 
cattle,  one  man  in  charge 
will   be  carried  free,  and 

27  Ink,     in     earthenware     or 
paper  bottles,  packed..  . 
28  Ink,  in  glass,  (J.  R 

2 
1 

4 
4 

in  such  cases  agents  will 

29  Ink.  printing,  in  cans,  bxd. 

3 

use  the  live  stock  contract. 
No  free  return  passage  to 
be  given.  With  other  live 

30  Ink,  printing,  in  bbls  
31  Ink.   harness,  in  tin  cans, 
boxed          

4 
2 

animals,  man  in  charge  to 

32  Ink  pads,  in  cases,  boxed.. 

1 

pay  full  fare. 
2  NOTE.  —  Live    poultry,    in 

33  Inkstands    r  wells,  N.O.S., 
boxed 

2 

coops  or  crates,  forming 
part  of  and  accompa1  1  y  ing 

34  Insect  destroyers,  N.O.S... 
35  Insect  liquid,  N.O.S. 

4 
4 

shipments  of   household 
goods,  will  be  charged  for 
at   classified    rating    of 
household  goods. 

36  Insoles,  wooden,  in  boxes.. 
37  Instruments   and    fixtures, 
electrical,  N.O.S.,  boxed. 
38  Instruments,  surgical,  bxd 

3 

3  Houses,  model,  small,  S.U., 
crated,  loaded  in  box  cars. 

1H 

39  Insulators,     po  celain  ,     in 
boxes,  bbls.  or  casks  

4 

5 

4  Houses,    portable,   K.  D., 
in  bundles. 

3 

7 

40  Iron  and  steel  and  articles 

5  Houses,   smoke,   portable, 
sheet  iron.  S.  U.,  crated... 
6  House    movers'   materials, 
consisting     of     capstans 
(second  -  hand),    chains, 
jackscrews.  pulleys,  ropes, 
heavy   timbers,    wooden 
rollers,  etc  

IK 

4 

6 

manufactured  of  same. 
NOTE.—  When  the  articles  are 
over  twenty  (20)  feet  in 
length  (allowing  six  ad- 
ditional   inches  when  in 
packages),   are  too  wide 
10  be  loaded  in  a  box  car, 
unless   otherwise    pro- 

7 Husks,  corn,  in  bales 

3 

vided,     such     shipments 

8  Husks,   corn,   min.  weight 
20,  000  Ibs.    (Rule  7  not  to 
apply  i 

3 

9 

shall  be  charged  at  actual 
weight  and  class  rate  for 
each  article,  except  that 

I 
9  Ice,  P.  P. 

1 

the  minimum  charge  on 
each   shipment   shall   be 
1,000  Ibs.  at  first  class  rate, 
and  this  minimum  shall 
apply  whether  the  articles 

10  Ice  furnished  by  shippers 
for  preservation  of  freight 
in  carloads  loaded  in  re- 
frigerator  cars,   not    ex- 
ceeding 3,000  Ibs.  for  each 

are  loaded  in  a  box,  stock, 
gondola  or  other  car. 
41  Anchors,  N.  O.  S  
42  Anchors,  bldg.,wr'ght  iron. 
43  Angle  iron 

4 
4 
4 

5 
5 
5 

car  used,   will  be  carried 
free. 
11  Ice  

10 

44  Anvils  and  vises  
45  Armor  plate,  iron  or  steel.. 
46  Axe  polls,  iron  in  the  rough 

4 
4 

4 

5 
5 
5 

12  Ice  cream  freezers  (C.  L., 
min.  weight  16,000  Ibs.) 

1 

3 

47  Axles,  iron  or  steel,  N.O.S. 
48  Axles   car 

4 
4 

6 

6 

13  Ice  shavers,  S.  U.,  boxed 

1 

49  Axles,  locomotive  . 

4 

6 

14  Ice  shavers,  K.D.,andbxd. 

2 

50  Bag  holders,  in  boxes 

2 

15  Images  and  figures,  bronze 
or  metal,  packed  in  bxs., 

51  Band  iron   
52  Bar  iron  or  steel  

4 
4 

5 
5 

bbls.,  or  casks. 

1 

53  Beams,  iron. 

4 

6 

16  Images    and    figures    (not 
statuary),    clay,    earthen- 

54 Billets,  blooms  and  ingots, 
iron  or  steel         

4 

ware,    plaster    of    par  is, 
terra  cotta  or  wood,  pack- 
ed in  bxs.,  bbls.  or  casks. 

1 

55  Billets,  blooms  and  ingots. 
iron  or  steel  (see  note), 
per   gross   ton   2,240  Ibs. 

17  Incubators,  bxd.  or  crated. 

1 

same  as  2.000  Ibs 

9 

18  Incubators  

6 

NOTE.  —  The  foregoing  classi- 

19 Indicators,  speed,  boxed.. 
20  Indigo. 

1 

fication  of  billets  and 
blooms   will   apply  only 

21  Indurated  fibre  ware,  same 
as  similar  articles  manu- 
factured of  wood. 
22  Ingot  moulds,  iron  
23  Ingot  mould  staples,   iron 
or  steel  

4 
4 

6 
5 

upon    such   unfinished 
material  as  is  intended  to 
be   rerolled   and  can    be 
transported  in   open  cars 
without  damage  from  ex- 
posure to  weather. 

• 

-21  R  W 


322 

[37] 

Classification — Continued 


L.C.  L.I  c.  L. 


tL.C.L.    C.  L. 


IRON  AND  STEEL—  Continued. 
and  which  are  covered  by 
the  following  description : 
Billets  and  blooms,  the 
combined  measurement 
of  the  width  of  the  four 
sides  of  each  being  not 
less  than  fourteen  (14) 
inches;  also  billets  in  less 
sizes  than  the  above! 
named,  provided  thatthey; 
are  square  (not  round, flat i 
or  oval),  the  weight  of 
each  being  not  less  than 
150  Ibs. 

1  Blowers,  rotary,  iron 

2  Boiler  flues  or  plates 

3  Boiler  iron 

A  Bolts,  bridge  or  barge  iron, 

12  inches  and  over  in 
length,  loose 

5  Bolts, nuts, rivets, staples  or 

washers,  iron,  in  bxsorkgs 

6  Box   straps,  iron,  steel   or 

"wire,  in  packages 

7  Braces,  extention,  iron    or 

steel,  for  supporting  exca- 
vations, loose  

8  Braces,   extension,  iron  or 

steel, forsupportingexca 
vations,  in  packages.. 

9  Brake  beams,  iron 

10  Brake  shafts  or  rods,  iron. 

11  Brake  shoes,  iron 

12  Bridge  iron 

13  Bumpers,  iron  

14  Buoys,  iron,  N.  O.  S. 

15  Buoys,  iron,  requiring  flat 

or  gondola  car,  minimum 
weight  4, 000  Ibs.  each 

16  Butts,  iron,  in  packages  .... 

17  Car    bolster  bearings,  iron 

or  steel  in  packages 

18  Car   bolster   caps,  iron    or 

steel 

19  Car    couplers,     automatic, 

iron 

20  Car  coupler  knuckles,  iron 

or  steel 

21  Car  steps,  iron  or  steel  in 

crates  or  boxe^ 

22  Car  wheels,  paper  or  iron, 

loose  or  attached  to  axles. 

23  Castings,  etc. 

NOTE — All  articles  of  iron  or 
steel,  when  shipped  in  the 
rough  and  not  put  to- 
gether, fitted,  painted, 
jaoanned,  bronzed,  cop- 
pered, acid  coppered, 
plated. tinned  or  galvan- 
ized, and  n  t  otherwise 
specified  in  the  classifica- 
tion, will  be  considered  as 
castings,  and  classified  ac-i 
cordingly. 

24  Castings,  iron  or  steel.  N.O.j 

S.,securely  wired  together 
in  bundles,  weighing  less; 
than  15  Ibs  per  bundle.. ..! 

25  Castings, iron  orstee'.N.O. 

S  .. 


IRON  AND  STEEL— Continued. 

26  Castings,  iron,  broken 

27  Castings,  malleable  iron,  N. 

O.  S.,  same  as  castings, 
iron,  N.  O.  S. 

28  Cattle  guards,  iron  or  wood. 

28.\Cattle  guards, clay 

29~Ceiling,    iron,    in     boxes, 

bundles  or  rolls 

30  Ceiling    mouldings,    iron, 

nest'd  solid  in  crat's  or  bxs 

31  Centreplates.car,  iron  orst'l 

32  Chain  or  chain  cable,  iron, 

made  of  less  than  %  inch 
iron,  loose 

33  Chain  or  chain  cable,  iron, 

made  of  5»  inch  iron  or 
over,  loose 

34  Chain  or  chain  cable,  iron, 

in  packages 

35  Chain  belting,  iron  or  steel 

36  Chairs,  railroad,  iron 

37  Clam ps. iron,  boxed 

38  Clasps,  flexible,  in  boxes 

39  devices,  iron  or  steel,  for 

plows, cultivators, wagons, 
etc.,  in  packages 

40  Cocks,  iron 

41  Columns,  iron.N.  O.  S.... 

42  Cores,  iron ,  empty 

43  Corners,  iron  .car 

44  Cornices,  galvanized  iron, 

complete  in  sections,  S. 
U., crated 

45  Cornices,  galvanized    iron 

complete,  K.  D..  nested 
and  boxed  or  crated 

46  Comic's,  mo  ildin's,  galvan- 

ized iron.  K.  D.,  nested 
and  crated 

47  Cornice  ornaments,  stamp- 

ed metal,  nested  and 
boxed  or  crated 

48  Corrugated  irorf 

49  Corrugated    or   galvanized 

sheet  iron 

50  Cotton  ties,  iron 

51  Cotton  tie  buckles,  in  bbls. 

or  boxes 

52  Cresting,  galvanized   iron, 

packed  flat  in  crates  or 
boxes  

53  Cresting,  iron,  in  bxs  or  bbls 

54  Crop    ends    (consisting   of 

crop  ends  of  rails,  beams, 
angles,  skelp,  billets, 
blooms  or  muck  bar),  iron 
or  steel,  in  packages 

55  Crop    ends    (consisting    of 

crop  ends  of  rails,  beams, 
angles,  skelp.  billets, 
blooms  or  muck  bar),  iron 
or  steel,  per  gross  ton2, 240 
Ibs.,  same  as  2,  COO  Ibs 

56  Crow  bars,  iron  or  steel 

57  Drawbars,  iron 

58  Drawheads.  iron 

59  Drums,  casks  or  tubes,  iron, 

empty 

60  Dumb  bells, iron,  in  crates, 

boxes  or  bbls 

C.l   Klbow  joints  and  T's.  iron 
or  steel  . . 


3tl 


[38] 

Classification — Continued. 


\ 

L.C.L. 

C.  L. 

I 

L.C.L.    C.  L. 

IRON  AND  STEEL—  Continued. 
1  Fence  posts,   iron,  cast  or 
wrought  
2  Fence,  steel  picket,  K.D.,  in 
bundles    

* 
4 

6 

5 

: 
IRON  AND  STEEL—  Continued. 
39  Hydrants  and  valves,  iron  .  . 
40  I  ngot  moulds,  iron  
41  Ingot  moulds  staples,  iron 
or  steel 

4             7 
4             6 

4              5 

3  Fencing  and  railing,  iron, 
N.O.S  
4  Fencing  and  railing,  iron, 

3 

5 

42  Iron  agate  ware,  N.  O.  S.  .. 
43  Iron   agate   ware,    nested 
boxed 

1              4 
2              4 

N.  O.  S.,  K.  D.,  in  bundles. 
5  Fencing  and  railing,  wrou't 
iron  in  panels 

4 
4 

5    | 
5 

44  Iron  shoes,  horse,  combined 
iron  and  rubber,  in  kegs 
or  boxes 

4 

6  Fencing,  expansive,  iron  or 
steel  

3 

5 

45  Iron,  enameled,  in  sheets  or 
plates,  boxed  

3              4 

7  Fifth  wheels,  loose  or  tied 
in  bundles    

9 

46  Iron  mass  (purifying   ma- 
terial)     

4              6 

8  Fifth  wheels,  packed  in  bbls 
or  boxes 

4 

47  Iron  rings,  for    protecting 
thread    of    iron  pipe    io 

9  Fifth  wheels 

5 

bundles  or  bbls 

4 

10  Fire    place     linings,  iron, 
loose        

1 

5 

48  Iron,  sulphate  of,    in  boxes 
or  kegs 

9 

11  Fire    place    linings,    iron, 
crated  or  boxed  

3 

5 

49  Iron,  sulphate  of,  in  bbls.  or 
casks         .  .        

4             6 

12  Fire  plugs,  iron 

4 

7 

50  Journal  boxes  and  covers, 

13  Fish  plates,  railroad  
14  Flanges,  wheel,  iron,  in  bdls 
15  Flasks,  iron,  boxed  

* 
4 
3 

5 

6 

car,  iron  or  steel  
51  Journal  bearings,  in  boxes, 
bbls.  or  casks    

4              5 
4              5 

16  Forgings,  carriage,  iron   or 

1  52  Ladles,  iron  or  steel 

3 

steel,  N.  O.  S.,  finished, 

i  53  Lamp  posts,  iron  

4              5 

painted,japan'ed,bronz'd, 
coppered,  acid  coppered, 

54  Lathing,    iron  or  steel,  in 
bundles 

4              5 

plated,  tinned  or  galvan- 
ized, in  bxs.kgs.  or  bbls.. 
17  Forgings,  carriage,  iron  or 
steel,  N.  O.  S.,  in  rough, 
not     painted,   jappaned, 
bronzed,    coppered,  acid 
coppered,  plated,  tinned 
or  galvanized,  in   boxes, 
kegs  or  bbls  

3 
4 

55  Links  and  pins,  iron  
56  Locks,    iron  or  steel    (see 
note),  in  packages  
NOTE—  This  classification  will 
not  apply  upon  shipments 
of   locks    having     either 
brass,  bronze,  copper,  or 
nickel   or    silver    plated 
trimmings  or  fixtures. 

4              5 
3      

18  Frames  or  sills,  window  or 
door,  iron 

4 

57  Mandrels  or  cones,  iron  or 
steel    N   O  S 

4                5 

19  Frogs,  railroad  
20  Fronts,  iron,  architectural  .. 

4 

4 

5 
6 

58  Mantels,  fronts,  frames  or 
fenders,  iron  

i            r> 

21  Galvanized  iron  

22  Gas  pipe,  iron  
23  Grates,  iron  

4 
4 

3 

5 

7 

59  Mantels,  fronts,   frames  or 
fenders,    iron,   crated    or 
boxed       

3              6 

24  Grate  bars,  iron  ,  N  .  O.  S  .  .  .  . 
25  Hasps,    hasp     hooks     and 
hasps     with     hooks     at- 
tached,   iron   or  steel,  in 
boxes,  kegs  or  barrels  
26  Hay  bands,  iron  or  wire,  in 

4 
4 

6! 

i 

5 

60  Mattocks.  N.O.S.  .in  pkgs.. 
61  Mattocks,  iron  or  steel  with- 
out handles,  in  bundles  .. 
62  Mattocks,  iron  or  steel,  with- 
out   handles,    in  boxes, 
bbls.  or  casks 

4      
4      

4     i          5 

bundles 

4 

6 

63  Mauls  iron  in  bundles 

3 

27  Hearths,  iron,  boxed  
28  Hearths,  iron,  crated  or  bxd. 

3 

5 

64  Mauls,  iron,  in  boxes,  bbls. 
or  casks 

4     i 

29  Hearths,  iron,    loose,    not 
taken. 

65  Measures,  iron,  not  nested, 
in  crates  

1              6 

30  Hinges,    iron,  bronzed,   in 
packages  

9 

66  Measures,  iron  nested,    in 
crates 

2               6 

31  Hinges.  iron  orsteel,in  bxs. 
kgs,  bbls.  or  casks 

4 

6 

67  Mill  dogs,  iron  
68  Murk  or  puddle  bars  . 

9 

4       '.'. 

32  Hinges,  iron   or  steel,    se- 
curely  wired  together  in 
bundles,  weighing  15  Ibs. 
or  over  per  bundle  
33  Hinges,  spring,  iron  or  ste'l. 
in  bxs..  bbls.  or  casks  
34  Hinges,  N.  O.  S.,  in  bxs.... 
35  Hitching  posts,  iron(statues 
or  images)  ,  crated  or  bxd. 

4 

4 

2 

2 

5 
5 

69  Muck  or  puddle  bars,  per 
gross  ton  2,240  Ibs.,  same 
as  2,  000  Ibs  
70  Nail  plate,  iron  or  steel  
71  Nail  rods,  iron  
72  Nail  rods,  iron,  per  gross  ton 
2.240  Ibs.,  same  as  2.  000  Ibs 
73  Nails  or  spikes,  iron,  wire 
or  steel,  in  boxes  or  kegs, 

9 
4               5 
4      

5 

36  Hitching  posts,  iron,  N.O.S. 
37  Hoop  iron  

4 
4 

5 
5 

actual  weight  
74  Nails,  horse  shoe  or  finish- 

4    ;          8 

38  Horse,  mule  or  ox  shoes,  in 
bxs.  or  kgs.  .actual  weight 

4 

5 

ing,  iron  or  steel,  in  boxes 

4              8 

324 


[39] 

Classification — Continued. 


I 

L.C.L. 

C.  L. 

I                               L.C.L.    C.  L. 

l  IRON  AND  STEEL—  Cont'd. 
2  Nails,  iron  or  steel,  in  bags. 
3  Nuts,iron,  in  boxes  or  kegs 
4  Nut  locks,  iron,  in  pckgs  
5  Oxide  of  iron  (iron  rust),  in 
kegs,  barrels  or  casks  
6  Pails,  garbage,  galv.  iron.... 
7  Pans,  dripping,  galv.  iron, 
in  crates  or  boxes 

3 
4 
4 

4 
3 

3 

4 
4 

1 

3 

4 
3 

4 
4 

2 
4 

4 
3 

4 

4 

4 
3 

2 
4 

4 

i 

2 

4 
4 
4 

4 
3 
4 

5 
6 
6 

9 
4 

5 

5 
5 

5 
5 

5 
5 

5 
6 

5 
5 
5 

5 

IRON  AND  STEEL—  Continued. 
40  Posts,  fence,  sh't  iron,  loose 
or  in  bundles.         ...                          5 

41  Pulleys,  iron                                    3             6 

42  Pulley  castings,  in  rough...           3             6 
43  Pulley  hangers,  iron                       3             6 

44  Pyrites,  iron  4             9 

45  Railing,  iron,  N.  U.  S  1         3              7 
46  Railing,  iron,  N.O.S..K.D. 
in  bundles        .....                  4             7 

8  Pans,  dripping,  sheet  iron, 
nested  and  tied  with  wire 
or  marline  

47  Railing,  wrought    iron,   in 
panels  4             7 
48  Railroad  iron.N.  O.  S 

9  Pans,  dripping,  sheet  iron, 
nested,  crated  or  boxed... 
10  Pans,  iron  or  steel,  N.  O.  S., 
not  nested,  crated  or  bxd. 
10  Pans,  iron  or  steel,  nested.. 
11  Pans,  iron  or  steel,  nested, 
in  boxes  or  barrels. 

49  Rail  brace,  iron  or  steel....           4             5 
50  Rail  straighteners,    iron, 
with  handles,  loose  3      

51  Rail  straighteners,    iron.i 
with  handles  in  crates                 4 

52  Rail  tongs,  iron  or  steel  ....           3      
53  Rails,  mining..                                  4              9 

12  Pans  or  skillets,  iron  or  steel, 
nested 

54  Rails,  old  or  new,  or  rail 
ends        ....                               4 

13  Pans  or  skillets.iron  or  steel, 
nested,  in  boxes  or  bbls.  . 
14  Pedestals,  iron,  architec'ral. 
15  Picket  pins,  malleable  iron 
jt»  bundles 

»5  Rails,  old  or   new,  or  rail 
ends,  per  gross  ton  2.240 
Ibs,  same  as  2,  000  Ibs  9 
56  Rivets,  iron,  in  box.  or  kgs..          4    , 
57  Rivets,  iron,  coppered,  in 
boxes  or  kegs  6 
58  Rods,  nail.  iron  .                               4 

16  Picket  pins,  malleable  iron, 
in  boxes  or  bbls 

17  Picket  points,  iron  or  steel, 
in  boxes,  kegs  or  bbls  .... 
18  Picks.  iron  or  steel,  loose  ... 
19  Picks,  iron  or  steel,  in  box's 
or  bbls  
20  Pig  iron  
21  Pig  iron,  chill,  per  gross  ton 
2,  240  Ib.s..  same  as  2,  000  Ibs. 
22  Pig  iron,  sand,  per  gross  ton 
2.268  Ibs..  sameas2,  000  Ibs. 
23  Pipe,  cast  iron,  plain  or  por- 
celain lined,  N.  O.  S  
24  Pipe.  spiral  weld  steel,  pres- 
sure. 

59  Rods,  nail,  iron,  per  gross 
ton2,240,sameas2,000  Ibs  5 
60  Roll  scale,  in  packages  4      
61  Roll  scale,   per  gross  ton, 
2.  240,  same  as  2,  000  Ibs     10 

9 
9 
7 
5 

5 

7 

7 

7 

62  Russia  iron,  sheet         .                  2 

63  Saddles,  iron,  architectural  .          4             6 
64  Safes,  iron.  as  follows: 
65  Each  weighing  10,  000  Ibs.  or 
over  must  be  loaded  by 
shipper  and  unloaded  by 
consignee  2      
66  Each    weighing    5.000   Ibs. 
and  under  10,000  Ibs.  must 
be  loaded  by  shipper  and 
unloaded  by  consignee..          3      
67  Each    weighing    less    than 
5,  000  Ibs..        ..                   .            3         ..     .. 

25  Pipe,  water,  sheet  iron  spi- 
ral riveted. 

26  Pipe,  wrought  iron,  N.O.S.. 
27  Pipe,  wrought  iron,  in  coils, 
loaded  in  box  cars  
28  Pipe,  wrought  iron,  in  coils, 
requiring  flat  or  gondola 
car,  minimum  weight  of 
each  coil,  4,  000  Ibs  
29  Pipe  balls,  iron,  in  pckgs.... 
30  Pipe  balls,  iron  
31  Pipe  fittings,  iron  or  steel  .. 
32  Pipe  hangers,  iron  or  steel, 
in  boxes,  kegs  or  bbls  
33  Planished     iron,  sheer,   in 
Kussia  matting.. 

68  Safes,  iron,  must  be  loaded 
by  shipper  and  unloaded 
by  consignee  4 

6S  Safes,  iron,  K.D.,  in  pieces..           3      
70  Safe  deposit  vault   boxes, 
iron  or  steel  3             5 
71  Safe    deposit    vault  doors, 
iron  or  steel  5 

5 

7 

7 
4 

5 
5 
6 

5 

72  Safe  doors  ,  iron  or  steel  '•'>      
73  Sash  weights,  loose.                        3             8 

74  Sash  weights,  in  bundles  or 
boxes..        .   1             8 
75  Scrap  iron  or  steel,  in  bbls. 
or  casks  4      
76  Scrap  iron  or  steel,  loose  or 
in  barrels  or  casks  9 
77  Scrap  iron,  loose,  L.  C.  L., 
not  taken. 
78  Screws,  iron,  boxes  or  kgs..                         5 
79  Screws,  steel,  in  boxes  4      
80  Screws,  steel  5 
81  Shafting,  iron  or  steel,  N  .O. 
S.                                                      3              5 

34  Planished  iron,  sheet,  pckd 
in  metal  cases  with  wood- 
en covers 

35  Plate  iron  and  steel  
36  Plates,  iron,  architectural  
37  Poles,  pole  irons  and  mast 
arms,  electric  light  or  rail- 
way, iron  
38  Postal   bag   racks,   iron,   in 
boxes. 

39  Posts,  fence,  sheet  iron,  in 
bundles 

325 

[40] 

Classification — Continued. 


I 

L.C.L. 

C.  L. 

I                              L,C.  I 

C.  L. 

IRON  AND  STEEL  -  Continued. 
1  Shafting,  iron  or  steel,  with- 
out   couplings,   hangers, 
pulleys,  wheels  or  other 
fixtures  attached 

4 

6 

IRON  AND  STEEL—  Continued.] 
35  Staples,  iron,  coppered,  gal-, 
vanized    or   polished,   in 
boxes.  kegs  or  bbls  .                     4 
36  Staples,  wire,  in  kegs  boxes 

8 

2  .Shafting  hangers  and  coup- 

or bbls  4 

8 

lings  iron 

3 

6 

37  Stay  guards,  steel,  for  wire 

3  Sheet  bars,  iron  or  steel  
4  Sheet  iron  or  steel 

4 
4 

5 
5 

fences,  in  boxes  4 
38  Stairs  or  stair  work  iron                  4 

5 

5  Sheet  iron,  crystalized,  dec- 
orated or  marbleized  bxd 
fi  Sheet  iron  japanned  box'd 

3 
3 

4 
4 

39  Steel,  in  boxes  or  bbls  4 
40  Steel,  in  bars,  bdls,  plates  or 
slabs                                                 4 

5 

7  Shovel  blanks,  iron  or  steel 
8  Shutters,  iron 

4 
4 

5 
5 

41  Steel,  crushed,  chilled,  in 
double  bags,  boxes,  kegs 

9  Single-tree  or  double-  tree 
iron,  unfinished,  in  box's, 
kegs  or  barrels  

4 

7 

bbls.  or  casks  4 
42  Stop  cock  boxes,  iron  4 
43  Swage  blocks,  iron  3 

9 
5 

10  Sinks,  iron  or  steel  
11  Sinks  iron  nested,  in  boxes 

3 

5 

1   44  Switch  or  signal  targets, 
railroad,  iron                                  4 

or  barrels  
12  Sinks  iron,  enameled. 

4 
3 

5 
5 

45  Switches  and  switch  points, 
railroad. 

5 

13  Sinks,  iron,  enarn'il,  boxed. 
14  Sinks  steel,  nested  . 

4 
4 

5 
5 

46  Switch  stands,  railroad  4 
47  Tack  plate,  iron  or  steel                4 

5 
5 

15  Skelp  iron,  per  gross  ton  of 
2,  240,  same  as  2,000  Ibs.  ... 
16  Skelp  Steel  per  gros^ton  of 

4 

8 

48  Taggers'  iron  ...                               4 
49  Tank  iron  4 
'50  Telegraph  poles,  iron                     4 

1 

5 

2.  240,  same  as  2.  000  Ibs.... 
17  Sky  lig't  fram's,  iron,  glaz'd 
or  unglazed   (min.  wght. 
10,000  Ibs 

4 
m 

8 
? 

51  Test  weight  castings,  iron  ..           2 
52  Ties,  railroad,  iron  or  steel..          4 

4 

1(K  less 
than  10 

18  Slabs,  iron  or  st'el,  in  rough, 
unfinished  

4 

53  Tie  plates,  railroan,  iron  or 
steel  4 

5 

T.i  Slabs,  iron  orste'l,  in  rough, 
unfinished  (see  note),  per 

54  Timber  hangers  or  stirrup 
irons  4 

5 

gross  ton  2,240  Ibs.,  same 
as  2,  000  Ibs  
''0  NOTE       The     foregoing 

6 

55  Tin  plate  bars,  iron  or  steel.          4 
56  Tire  benders,  ir  n  
57  Tire  shrinkers  iron                          3 

5 

classification  of  slabs  will 
applv    onlv  upon   slabs 

58  Tire  upsetters,  iron,  loose  or 
on  board  2 

covered  by  the  following 
description  :    Slabs,  rough 
and-unfinished,  the  com- 
bined measurement   of 
the  width  of  the  four  sides 
of  each  being    not   less 
than  fourteen  (14)  inches 

59  Tire  upsetters,  iron,  boxed..          3 
60  Toe  calks,  iron,  in  boxes  or 
kegs  
61  Track  gauges,  iron  
62  Tree  protectors,  iron,  S.  U  ..           1 
63  Tree  protectors.  iron,  K.  D 
and  nested  3 
64  Trip  hammers  iron.                        4 

5 

5 

5 

less  than  one  and  one-half 

65  Tubes.  steel          ..         ..                 4 

5 

(1^)  inches  in  thickness. 

66  Tubing,  iron  4 

21  Sledges,  iron,  in   boxes  or 
casks 

4 

67  Turn  buckles,  wrought  iron 
truss 

5 

°2  Sledges  iron 

5 

68  Valves,  iron  4 

7 

23  Speigel  iron  or  sp'g1!  eisen 

4 

69  Vases,  iron        2 

4 

24  Speigel  iron  orsp'g'l  eisen, 
per  gross  ton  of  2,  240  Ibs. 

70  Vault  and  prison  work,  iron           4 
71  Vises,  iron  4 

5 
5 

same  as  2.000  Ibs  
25  Spikes  railroad.. 

"  '4" 

5 

8 

72  Washers,  iron,  in  boxes  or 
kegs  

8 

26  Splices  railroad 

4 

6 

73  Water  pipe,  iron  4 

7 

27  Sponge,  iron(pur.  material) 

4 

4 

6 

6 

74  Wedges,  iron,  in  boxes  or 
casks                               ...          4 

29  Springs,  locomotive,  iron  or 
steel.  

4 

6 

75  Wedges,  iron  
76  Weights,  iron,  for  hoisting 
elevators                  

5 

6 

iron^in  boxes,  kegs,  bbls.'. 
31  Spring  plates,  car,  iron   or 
steel 

4 
4 

6 
5 

77  Well  points,  iron  4 
78  Wheel  flanges,  iron,  in  bdls 
or  boxes  4 

6 

6 

32  Stake  pockets,  car,  iron  or 
steel  
33  Stand  pipes.  iron.  K.  D  
34  Staples,  iron,  in  boxes,  kegs 
or  bbls  

4 

4 

5 
5 

8 

79  Wheels,    gear   for   electric 
motors,  each  weighing  100 
Ibs.  or  over  4 
80  Wheels,  iron  or  steel,  mach- 
ine finished  

5 

[41] 

Classification — Continued. 


L.C.L.  c.  L. 


L.C.L.    C.  L. 


IRON  AND  STEEL—  Continued.] 

1  Wheels,  iron  or  steel,  in  the; 

rough, unfinished,  N.O.S. 

2  Wheels,  iron,  requiring:  flat: 

or  gondola  car,  minimum 
weight  4, 000  Ibs.  each ! 

3  Wheels,  iron,  requiring  flats 

or  gondola  car 

4  Wheels,  water,  iron.  N.O.S. 

5  Wrenches,  iron,  N.  O.  S., 

boxed    

6  Wrenches  or  tongs,   pipe, 

iron  or  steel 

7  Iron,  nitrate  of,  liquid,  in  car- 

boys   

8  Iron,  nitrate  of,  liquid,  in 

wood 

9  Iron  liquor,  in  wood — . 

10  Isinglass 

11  Istle,in  bales 

12  Ivory  and  ivory  blocks. . 

13  Ivory,  nut  or  vegetable  . . 

14  Ivory  black  


15  Jacks,  car  or  track 

16  Jacks, iron,  boxed 

17  Jacks,  wagon,  hand,  loose  .. 

18  Jacks,  wagon,  hand,  boxed 

or  crated 

19  Jack  screws,  loose 

20  Jack  screws,  boxed 

21  Japanned  ware,    boxed  or 

crated 

22  Jardinieres,  earthenware, 

packed  in  crates,  boxes, 
bbls.  or  casks 

23  Jardiniere  stands,    metal, 

S.  U 

24  Jardiniere  stands, metal, K. 

D.,  boxed  or  crated 

25  Jellyine,  in  glass, boxed 

26  Jellyine,  in  cans,  boxed 

27  Jewelers'  and  mint  sweep- 

ings tailings 

28  Jettine 

29  Juice,  cherry  or  prune,  in 

bbls.  or  hhds 

30  Juice,  clam 

31  Juice, grape, in  glass,  p'ck'd 

32  Juice, grape, in  wood 

33  Juice,  lemon,    lime  or 

orange, in  bbls.  or  hhds... 

34  Juice, lime, in  glass, packed 

35  Juices,  fruit,   N.  U.  S.,  in 

glass,  packed 

36  Juices, fruit,  N.O.S., in  cans! 

packed  in  cases 

37  Juices.fruit,  N.O.S.,  in  bbls. 

or  casks  . . . 


D  1 

1 

1 
4 

1 
2 

2 
4 

1 
2 

2 
1 


38  Junk,  consisting  of  bones, 

broken  glass,  hoofs,  horns, 
horn  pith,  old  rope,  old 
rubber,  paper  scrap,  rags 
and  scrap  brass,  copper, 
lead,  iron,  tin  and  zinc 

39  Jute  or  J  ute  lashes 

40  Jute  butts 

41  Jute  roofing  

42  Jute  waste,  in  bags, sacks  or 

crates  

43  Jute  waste,  pressed  in  bales. 


44  Kalsomine  (wall  finish) 

45  Kaolin,  in  packages 

46  Kegs,  powder,    shert  iron 

(C.  L.,  minimum  weight 
20,000  Ibs.)  

47  Kennels, dog  or  poultry,  K. 

D.  flat orfolded flat. crated 
or  boxed ! 

48  Kettles  and  cauldrons,  cop- 

per or  brass \ 

49  Kettles  and  cauldrons,  iron. i 

50  Kettl's  or  cauldrons. copper, 

iron  or  brass,  requiring  flat 
or  gondola  car  minimum 
weight  4, 000  Ibs  each 

51  Kettles,   pitch,  iron,  o-i 

wheels,  loaded  in  box  cars' 

52  Kettles,    pitch,  iron,  oni 

wheels,  requiring  flat  ori 
gondola  car,  m  i  n  i  m  u  m  j 
weight  4, 000  Ibs.  each j 

53  Keys,  iron,  in  boxes,  kjegs,! 

bbls.  or  casks | 

54  Key  blanks,  iron  or  steel,  N.; 

O.S ! 

55  Key  blanks,  iron  or  steel,  ini 

the  rough,  unfinished,  in 
boxes,  kegs,  bbls.  or  casks. 

56  Kinetoscopes,  boxed 

57  Kites,  cloth  or  paper,  boxed,  i 

58  Knapsacks 

59  Knit  goods,  in  bales  or  cases 

60  Knit  goods,  in  crates,  not 

taken. 

61  Powder  keg  heads,  bottoms, 

and  stoppers,  sheet  iron, 
in  boxes,  kegs,  or  bbls  .... 

62  Knives,  tobacco,  boxed 

63  Knobs, door  or  furniture,  N. 

O.  S.,in  packages 

64  Knobs,  door   or  furniture, 

brass,  bronze  or  nickle 
plated,  in  packages 

65  Knobs,  door   or  furniture. 

mineral. in  boxes,  bbls. or 
casks  


4 
1 

D  1 
1 
1 


4 
2 

3 


327 


[42] 

Classification — Continued. 


L 

L.C.L. 

C.  L. 

L 

L.C.L. 

C    L. 

32  Lead.N.  O.  S  

1 

L 

1  Labels,  wooden,  boxed  
9  Laces  horse  net 

3 
1 

33  Lead,  bar,  coil,  sheet,  not 
boxed,  N.O.S  
34  Lead,    bar,  coil,   sheet,    in 
boxes  or  casks 

2 
4 

5 
5 

3  Laces,  shoe 

1 

35  Lead,  bar.  in  gunnies  or  bxs 

4 

5 

4  Ladders,  bicycle  step,  poles 
finished  boxed  or  crated 

1 

36  Lead,  black,  in  bags,  boxes, 
cans  or  kegs  

3 

4 

5  Ladders,  iron  

3 

5 

37  Lead,  black,  in  ca«ks  or  bbls. 

4 

5 

6    Lamps  N   O  S     in  crates 

37iLead  foil,  in  boxes 

3 

boxesorbbls.  (C.L.,  mini- 
mum weight  16  000  Ibs  ) 

1 

3 

38~Lead,  glaziers',  on  reels, 
crated          

4 

7  Lamps,  electric  arc  (without 
glass  globes)  boxed 

1 

3 

39  Lead,  nitrate  of,  in  boxes, 
kegs  or  bags        

2 

8  Lamps,  incandescent  elec- 
tric   in  packages  (C    L. 

40  Lead,  nitrate  of,  in  bbls.  or 
casks 

4 

5 

41  Lead,  pig  . 

4 

g 

Ibs  ) 

D  1 

3 

42  Lead,  scrap  

4 

9 

9  Lamps,  iron  tank,  crated  or 
boxed 

1 

43  Lead,  sublimed,  in  kegs, 
half-bbls.  or  bbls  

4 

5 

10  Lamps,  street,  crated  or 
boxed   (C.   L.,   minimum 

44  Lead,  sulphate  of,  in  bags 
or  boxes  

2 

weight  20,  000  Ibs)  

D  1 

4 

45  Lead,  sulphate  of,  in   bbls. 
or  casks 

4 

and  blacks,  N     O     S  ,  in 

46  Lead,  tea  

4 

bbls.  or  casks  (C.  L.,  mini- 
mum weight  10,000  Ibs.) 

\yz 

3 

47  Lead,  sugar  of,  in  bxs,  kegs 
or  bags        .      ... 

2 

5 

12  Lampblack,  carbon    black, 
and  blacks.   N.  O.  S.,   in 
bags  in  L  C  L    not  taken. 

48  Lead,  sugar  of,  in  barrels  or 
casks  
49  Lead  bases,  boxed 

4 
4 

5 
5 

13  Lampblack,  carbon    black, 
and  blacks    N     O    S.,  in 

50  Lead  dross,  in  bbls.or  casks 
51  Lead  gaskets,  in  packages. 

4 
3 

9 

bags,  minimum  weighl 
10  000   Ibs.,  to  be  loaded 

52  Lead  pencil  wood,  in  bdls., 
crates  or  boxes  . 

3 

5 

and  unloaded  by  shipper 
and  consignee 

3 

53  Lead  pipe,  on  reels  or  in 
rolls  or  coils. 

3 

5 

14  Lampchimney  cleaners, 
boxed    

3 

54  Lead  pipe,  not  boxed,  N  .  O. 

2 

5 

15  Lamp  fixtures,  N.  O.  S 

1 

55  Lead  pipe  in  boxes  crates 

16  Lamp  shades,  paper,  cotton 
or  silk,  N  O  S.,  boxed 

3t  1 

or  casks,  or  in    lengths, 
loose 

4 

5 

17  LaTnp  shades,  paper,  cotton 
or  silk,  nested,  boxed 

D  1 

56  Lead,  sheet,  in  rolls,  loose 
and  slatted 

4 

5 

18  Lamp  shades,    paper,  cot- 
ton or  silk,   folded    flat, 
boxed.. 

1 

57  Lead  skimmings,  in  pckgs.. 
58  Leads,  printers',  in  pckgs  .  .  . 
59  Leather,  loose. 

4 
3 
1 

6 

7 

19  Lamp  shades,  tin,   nested, 

60  Leather,  in  boxes 

2 

packed  in  boxes  or  bbls.. 
20  Lanterns   and    lantern    fit- 
tings,  in    boxes,  bbls.  or 

2 

4 

61  Leather,  N.O.S.  .in  bdls.... 
62  Leather,  harness  and  sole, 
in  bundles  or  rolls 

2 
3 

casks  (C.  L.,min.  weight, 
20,  000  Ibs.)  

1 

4 

63  Leather,  artificial,  enam'led 
or  patent  

2 

21  Lantern  frames   (without 
glass)  in  bulk.. 

3 

64  Leather,  min.  wght.,  20,000 
Ibs. 

4 

22  Lard,  packed  in  stoneware. 
23  Lard,  in  cans  or  pails,  loose. 

2 
3 

5 
5 

65  Leather  board,  in  boxes  or 
bundles.. 

2 

4 

24  Lard,  in  cans  or  pails,  crated 
or  boxed  

4 

5 

66  Leather  counters,   heels, 
soles,  uppers  or  welting, 

25  Lard,  in  boxes  or  bbls  
26  Lard,  in  tubs 

4 
4 

5 
5 

in  bags,  boxes  or  bbls  
67  Leather  dressing  or  soften- 

2 

4 

27  Lasts,  N.  O.  S.,in  bundles.. 
28  Lasts,  N.  O.  S.,  in  boxes  or 
bbls 

2 

, 

er,  N.O.S.,  in  glass,  pckd. 
68  Leather  dressing  or  soften- 
er N  O.S  ,  in  cans  j'ckVd 

1 
1 

29  Lasts,  iron,  N.  O.  S.,  in  bxs, 
bbls.  or  casks. 

4 

69  Leather  dre-sing  or  soften- 
er, N.O.S.  in  cans,  boxed 

2 

30  Lasts,  lap,  iron,  in  boxes  or 
bbls  

4 

5 

70  Leather  dressing  or  soften- 
er, N.O.S.,  in  bulk,  kegs 

31  Lawn  tennis  sets,  boxed  . 

2 

4 

or  bbls. 

3 

328 


[43] 


Classification —  Continued . 


L 

L.C.L. 

C.  L. 

L 

L.C.L. 

C.  L. 

1  Leather  goods,  N.  C).  S  
2  Leather  pancakes,  skivines, 
or  whitenings,  in  bundles 

1 

32  Lightning  rods  and  fixtures 
combination  copper  and 
iron  in  boxes 

4 

5 

bbls  or  boxes  
3  Leather  scraps,  in  bundles 

3 

5 

33  Lightning  rods  and  fixtures 
iron,  in  bundles 

3 

crates,  bxs.,  bbls.  or  hhds. 
(See  note)  

3 

34  Lightning  rods  and  fixtures 
iron  in  boxes 

4 

5 

4  Leather  scraps  (see  note) 

5 

35  Lights,  floor  or  vault  glass 

5  NOTE.  —  This  classification 

or  glass  and  iron 

4 

5 

will    apply    only     upon 
shipment  bt  the  scraps  or 

36  Lime,  N.   O.  S.,   in   bags, 
boxes  or  kegs    .... 

3 

refuse  from  the  manufac- 
ture of  leather  goods,  and 

37  Lime,  N.  O.  S.,  in  bbls.  or 
casks  

will    exclude    strips     or 

38  Lime,  N.  O.  S 

9 

Kieces    cut     from     hide 
iather. 
6  Leather  straps  in  boxes  or 
barrels  (see  note)  

1 

39  Lime,  acetate  of  
40  Lime  and  cement,  mixed.. 
41  Lime,     bi-sulphate    of     in 
wood  

4 

4 

5 

8 

9 

7  NOTE.—  This  rating  is  in- 
tended to  apply  only  up- 
on shipment  of  finished 

42  Lime,  carbonate,  in  bags... 
43  Lime,  chloride  of  in  boxes, 
kegs  or  bbls 

4 
4 

5 

5 

leather  straps,  fitted  with 
buckles,    hooks  or  other 
fastenings,  etc. 
8  Leather   tufts,    in     boxes, 
crates  or  hhds 

1 

44  Lime,  medicated  (bug  kill- 
er) in  bbls  
45  Lime,  phosphate  of,  in  bbls 
46  Limestone  or  fluxing  stone 
in  packages 

3 

4 

4 

5 

9  Leatheroid,    in    crates    or 

47  Limestone  or  fluxing  stone 

9 

boxes  
10  Leaves,  N.  O.  S.  in  boxes, 
bbls.  or  bales  
11  Leaves,  Sumac,  in  bags  (see 
note)  C.  L.  min.  weight 
20  000  Ibs 

3 
1 

5 

48  Lime  water,  in  bbls  
49  Lincrnsta-  Walton  
50  Liquids,  N  .O.  S.,  in   wood 

51      Liquors     Alcoholic     and 
Malt- 

4 
2 
2 

9 
3 
4 

12    NOTE.—  Sumac    leaves    in 
stained  bags,    not  taken 

52  Alcohol,    wood,   in    glass, 
packed  

1 

3 

except  by  special   agree- 
ment. 

53  Alcohol,    wood,     in     iron 
drums.. 

2 

4 

13  Leaves,  sumac,  pressed  in 
bales  (C.  L.  min.   weight 
20,000  Ibs.^ 

2 

5 

54  Alcohol,  wood,  in  wood... 
55  §Ale    (including  malt  ale. 
porter  and  stout)  O.  R  L 

2 

4 

14  Lemons  and  limes,  P.  P.  ... 
15  Lemon  Peel,  in  glass  
16  Lemon  Peel    N  O  S 

2 
1 
4 

3 
3 

freezing  and  fermenting, 
or  released  
56  Ale  and  beer    peptonized 

3 

5 

17  Lemon  squeezers,  N.  O.  S. 
in  packages  

3 

in  glass  packed  
57  §Beer.  in  wood,  at  O.  R.  of 

1 

3 

18  Lemon  squeezers,  wooden, 
in  packages 

3 

5 

L..  freezing  and  ferment- 
ing orrele;ised  and  atthe 

19  Letter  files,  crated  or  boxed 
20  Letter  files,    not  crated  or 

boxed.   NOT  TAKEN. 

21  Letter  file  clips,  boxed 

1 

following  estimated  wts. 
(exception  to  rule2).  Bbls. 
365  Ibs.;  half  -bbls.  190  Ibs.; 
qr.-bbls.,  95   Ibs  ;  eighth- 

It 

22  Letter    file     clip     boards, 
wooden,  without  fixtures, 

bbls..  55  Ihs:  in  quantities 
less  than  C.  L 

3 

£  p 

crated  or  boxed  

2 

58  $Beer,  beer  tonic,  hop  tonic, 

23  Licorice,  mass,  in  boxes... 
24  Licorice,  powered,  in  bbls.. 
25  Licorice,   root,  in   mats    or 
ba'es. 

3 
2 

2 

4 

4 

4 

hop  tea   and  Weiss  beer 
in  bottles,  packed  at  fol- 
lowing estimated  weights 
(exception  to  rule  1),  O. 

11 
-lj 

26  Licorice  stick  in  bxs,  or  bbls 

3 

R    of    L      freezing   and 

So 

27  Life  preservers,  cork  
28  Life  rafts,   loaded   in     box 
cars,  actual  weight    
29  Lighters   gas  or  candle  
30  Lightning  rods  and  fixtures 
copper,    in     bundles     or 
boxes  

3 

4 

fermenting  or  released: 

.  weight  20,0 
)od,  and  for 

31  Lightning  rods  and  fixtures 
combination  copper  and 
iron,  in  bundles  

3 

5 

|i 

§  Above  ratings  on  ale  and  beer  apply  only  on  malt  liquor.  With  C  L.  shipments  of  beer, 
in  wood,  shipper  may  load  3,000  Ibs.  of  ice  or  "2, 000  Ibs.  of  hay,  straw  or  saw  dust,  where  no  ice 
is  used  for  preservative;  where  mixed  packing  is  used,  total  weight  should  not  exceed  3, COO 
Ibs.;  excess  to  be  charged  for  at  same  rates  as  beer.  Ice  with  L.  C.  L.  shipments  of  beer  will 
be  charged  at  beer  rates  on  actual  weight  at  point  of  shipment. 


329 

[44] 

Classification—  Continued. 


|L.C.L.    C.  L. 


L.C.C.    C.  L. 


LIQUORS,  ALCOHOLIC  AND 

MALT—  Concluded. 

1  Weight  per  case  in  Ibs . 

Packed  in    Not  so 
sawdust      packed. 

3  doz.  qts..lOO  90 

4  "       "..200  180 
J      "     pts 25 

2  "       "..65  55 

3  "       "..100  85 

4  "       "..125  100 

2  Weight  per  case  in  Ibs .  ij  pack-  \ 

ed  in  straw. 
8  doz.  pts.. 205 
7     "       "..180 
6     "       "..155 

5  "       "..130 
3     "     qts..135 

3  In  casts  containing  fi  doz. 

qts.  or  10  doz.  pts., 250  Ibs. 
each 

4  In  partition  boxes:    5  doz. 

pts.  135  Ibs.:  21->  doz.  qts. 
115 ". 

5  In  quantities  less  that  C.  L 

6  §Beer,  in   bottles,  put  up  in 

pasteboard  carton, packed 
in  boxes  having:  no  lids, 
released 

7  Bitters,  in  glass,  packed  in 

wood 

8  Bitters  in  wood 

9  Highwines,  same  as  liquors 

10  Liquors  or  liquids.  N.  O.  S. 

in  glass,  cans  or  jugs, 
packed  in  baskets,  boxes, 
jackets  or  kegs,  corks  se- 
cured by  metal  caps, 
cement  or  wire 

11  NOTE. — Liquors  or  liquids. 

in  glass, cans  or  jugs,  not! 
packed  in  baskets,  boxes, 
jackets  or  kegs,  NOT 

TAKEN. 

12  Liquors. alcohol. highwines 

and  whiskey,  N.  O.  S.,  in 
wood 

13  Liquors,  alcohol,  highwines 

and  whiskey,  in  over-} 
casks,  containing  five 
gajs.  or  more,  NOT  TAKEN! 
unless  the  government 
stamps,  marks  and  brands' 
required  to  be  upon  the: 
inner  package  are  plain-i 
ly  exposed  to  view, 
through  openings  in  the 
outer  package 


1()U 

ithj 


15  Litharge 


Live  stock  in  car  loads. 

16  Live  stock,    in    car   loads, 

shipped  by  contract,  see 
tariff. 

17  Live  stock.  L.  C.  L.,  (limit- 

ed liability  under  con- 
tract) at  actual  weights, 
but  not  less  than  the  fol- 
lowing estimated  weights 
viz : 


* 


-0. 


o°  5 
a 


see 

specia 
tariff. 


LIVE  STOCK  IN  CAR  LOADS 

—  Continued. 

18  One  horse,  mule  or  horned 

animal,  2,000  Ibs:  two  an- 
imals, 3,000  Ibs.;  three,! 
4. 000  Ibs.;  each  additional! 
animal,  1,000  Ibs j  1 

19  Bulls,  2,000  Ibs.   each,    (be 

sure  and  take  release) 1 

20  Calves,  (under  one  year)500' 

each,  crfited 1] 

21' Colts  (under  1  yr.)   750  Ibs. 

each 1 

22  Cow  and  calf,  tog  ether,  2.500: 

Ibs 1 

23  Hogs,  actual  wt.  crated j         1] 

24  Mare  and  colt  (colt  under 

1  yr.  old)  together  2,500! 
Ibs. ;  each  additional  colt, 
(under  1  yr.  old )  500  Ibs . .  i  1 

25  Sheep  and    goats,  200   Ibs. 

each,  crated  1] 

26  Stallions  or  jacks,  2,000  Ibs. 

each  (be  sure  and  take  re-j 
lease)  j  1 

27  Locks.  N.  O.  S.  in  pkgs....          2 

28  Locks,    iron  or  steel,    (see1 

note)  in  pkge |         3 

29  NOTE.— This  classification 

will  not  apply  upon  ship- 
ments of  locks,  having 
either  brass  bronze  cop- 
per, or  nickel,  or  silver 
plated  trimmings  or  fix- 
tures. 

30  Locomotives  and  tenders, 

weighing  less  than  17.000 
Ibs.. requiring  flat  or  gon- 
dola cars  ; 

31  Lccomatives  and  tenders,  j 

weighing  17,000  Ibs.  and 
over,  requiring  flat  or 
gondola  car,  min.  weight 
20.000  Ibs 

32  Locomotives  and  tenders,: 

on  own  wheels,  at  actual 
certified  wt.  less  50  per  ct. 
with  min.  net  wt.  charge 
of  60,000  Ibs 

33  NOTE.— One  man  will   be! 

carried  free  in  charge  of  a 
locomotive  or  tender,  on 
its  own  wheels;  no  free 
return  passage  to  be  given 

34  Locomotives.  K,  D.  imach. 

parts  boxed ) 

35  Locomotive  axles,  wheels, 

tires 4 

36  Locomotive  cabs, S.  [J.,  re-: 

quiring    flat   or  gondola 

car,  min.  wt.  4, 000  each  ...  1 

37  Locomotive  calis,  K.  D.  flat 

crated  or  boxed 2 

38  Locomotive  cylinder   cast- 

ings    -1 

39  Locomotive  headlights.  N. 

O.S Dl 

40  Locomotive  head  lights. 

boxed  or  securely  crated          1 

41  Locomotive      netting      or 


spark  arrester,  in  rolls  .. 

I  42  Locomotive  pilots 1     i         5 

SAbove  ratings  on  ale  and  beer  apply  only  on  malt  liquor.  With  C.  L.  -shipments  of  beer, 
in  wood,  shipper  may  load  3,000  Ibs.  of  ice  •  r  ?,COO  Ibs.  of  hay,  straw  and  sawdust,  where  no 
ice  is  used,  for  preservation;  where  mixed  packing  is  used,  total  weight  should  not  exceed 
3,000  Ibs. ;  excess  to  be  charged  for  at  same  rates  as  beer.  Ice  with  L.  C.  L.  shipments  of  Leer 
will  be  charged  at  beer  rates  on  actual  weight  at  point  of  shipment. 


330 


[45] 

Classification — Continued. 


L.C.L.  c.  L. 


M 


L.C.L     C.  L. 


1  Locomotive   smoke     box 

fronts,  iron  or  steel *     ,         u    , 

2  Lpcomqtive  tenders.hauled 

in  trains  on  their  own 
wheels  or  trucks  furnished 
by  shippers,  one  man  in 
charge  passed  free \ j  9 

3  Log's,    gas,    terra  cotta,    in| 

boxes,  barrels  or  casks  2     

4  Logs     (including     walnut 

logs),    minimum   weight'  20  <  less 

C.  L.  40,000  pounds,  (ex-  lumber 

cept  woods  of  value  i 4       rates.  \  \ 

5  Logwood ,  in  stick 3 

6  Logwood,       chipped       or 

giound,  in  bags  or  bbls.. 

7  Loom   harness  and  reeds, 

boxed 1    I 

8  Loom  spindles,  boxed 

9  Lubricators,  automatic,  bxd 

10  Lumber,cigarbox,in  boxes 

or  bundles 

11  Lumber,     creosoted,     (not 

wooden  conduits) 4 

12  Lumber,  decorative,    made 

from  s»rawboard  and  other 
material 3 

13  Lumber  (including  Walnut 

logs),  N.  O.  S.,  (not  in-1 
eluding  woods  of  value.) 
Rule  7  not  to  apply 4 

14  Laths  and  shingles :         4 

15  Lumber  drying  apparatus.. '         2 

16  Lye,  concentrated 4 


1 

3 

I1  y 

2 
1 


M 

'• 

17  Machinery,    Machines  and 

Mills: 

18  Machines,  card,  automatic, 

boxed  ..................... 

19  Air  compressors  ............ 

20  Air  or  steam  brake  equip- 

ment, N.  O.S  ............ 

21  Bran  dusters,  S.  U  .......... 

22  Bran   dusters,    K.    D.,    and 

bxd.  or  packed  in  bundles 

23  Cotton  gins,  S.  U  ........... 

24  Cotton    gins,    taken    apart 

and  boxed  ................ 

25  Cotton      mill      machinery, 

bailing  machines,  band- 
ing machines,  speeders, 
spinning  frames,  spool- 
ers. twisters,  warpers, 
yarn  reels  .................. 

26  Dumb  waiters,  S.  U  ........ 

27  Dumb  waiters,    K.    D..    in 

pieces  ..................... 

28  Iron  ore,  rock  or  stone 

crushers  ...................     4 

29  Looms,  loaded  on  box  cars  I1.- 

30  Looms,    requiring    flat    or 

gondola  car,  minimum 
weight  4,000  pounds  each  1^ 

31  Machines,  adding,  boxed..          1 

32  Machines,  autographic  reg- 

ister, crated  or  boxed  .....  1 

33  Machines,    automatic  slot, 

N.O.S.,  boxed  ......  1 


L'mb'r 
rates. 


L'mb'r 
rates. 
L'mb'r;  j 
rates.  \\ 

3 

5 


Dl 


MACHINERY,  ETC.—  Con- 
tinued. 

34  Machines,    automafic   reg- 

istering, crated  or  b  >xed. 

35  Machines,  computing, bxd. 

36  Machines,     coal    washing. 

K.D.... 

37  Machines,    dish    washing, 

crated  or  boxed 

38  Machines  or  scales,    auto- 

matic weighing,  boxed. 

39  Machines,   broom  sewing, 

securely  crated 

40  Machines,  coffee  stoning.. 

41  Machines,  dish  washing.  S. 

42  Machines,  fence,  portable, 

K.  D.,  in  bundles  or  bxs. 

43  Machines,    fence    making, 

44  Machines,  flour  bolting  or 

dressing,  N.  ().  S 

45  Machines,  flour  bolting  or 

dressing,  completely  K. 
D.,  in  bundles,  crates  or 
boxes 

46  Machines,  gas,  and  gener- 

ators, N.  O.  S 

47  Machines,  gas,  and  gener- 

ators, requiring  flat  or 
gondola  car,  minimum 
weight  4.000  pounds  each 

48  Machines,  gas,  and  gener- 

ators   

49  Machines,    grain    scouring 

or  polishing,  S.  U 

50  Machines,  grain  scouring  or 

polishing,  K.  D.,  crated 
or  boxed 

51  Machines, grain  separating, 

N.  (.).  S.,  (not  fanning 
mills)  S.  L\.  crated  or 
boxed  

52  Machines. grain  separating. 

N.  C).  S..  (not  fanning 
mills)  K.  D.,  crated  or  bxd 

53  Machines,   keg  scrubbing, 

set  up,  N.  O.  S 

54  Machines,    keg  scrubbing, 

K.  D.,  crated  or  boxe<l .. . 

55  Machi   es,    knitting,  S.  U., 

boxed  or  racked 

56  Machines,  knitting,  K.  D., 

boxed  

57  Machines,  paging  and  num- 

bering, K.  D.,  crated  or 
boxed 

58  Machines,   sewing,    S.    I'., 
v         boxed  or  racked 

59  Machines,  sewing,  entirely 

K.  D.,  and  boxed  or 
racked 

60  Machines,    sewing.    S.   U.. 

minimum  weight  16.000 
pounds.  (Rule  7  not  to 
apply 

61  Machines,  sewing.  K.   D., 

crated  or  boxed 

62  Machines,     sewing,      not 

boxed  or  racked,  n  o  t 
taken. 


2 
Dl 


Dl 
1 


2 

m. 


•i 


1', 


831 


[46] 

Classification — Continued. 


1 

M 

L.C 

L. 

C. 

L. 

M 

L.C 

L.i 

C. 

L. 

1 



| 

Dl 
1 


1)1 


MACHINERY,  ETC.— Con- 
tinued. 

1  Sewing     machine     attach- 

ments, brass  or  nickle 
plated,  boxed 2 

2  Sewing  mach'ne  castings, 

frames, legs  or  wood  work, 
completely  K.  1).  rlat. 
boxed  or  racked 3 

3  Sewing    machine    stock  or 

stuff,  wooden,  N.  O.  S., 

in  the  rough | 

4  Sewing    machine     wood 

work,  S.  U.,  racked  or 
boxed  (C.  L.,  minimum 
weight  20,000  pounds) .... 

5  Machines,  shaving,  washer          1 

6  Machines,  street  sweeping. 

S.  U.,  requiring  rlat  or 
gondola  car,  minimum 
weight  5,000  pounds  each.)  1 

7  Machines,  street  sweeping. 

K.  D.  (brushes  crated), 
loaded  in  box  cars 1 

8  Machines,  washing,  hand, 

N.O.S ! 

Q  Machines,  washing,  hand. 
N.  O.  S.,  crated  or  boxed 

10  Machines,   washing,  hand, 

completely  K.  D.,  boxed 

11  Machines,   washing,  steam 

laundry,  S.  V 

12  Machines,  washing,  steam j 

laundry,  crated  or  boxed.1 

13  Machines,  X-Kay.  boxed  .. 

14  Machines  and   machinery, 

N.  O.  S.,  S.  U '..  1 

15  Machines  and   machinery,' 

N.O.S.,   securely  crated 

or  boxed 2 

16  Machines  and   machinery, 

X.  O.  S.,  K.  D.,  in  pieces          '1 

17  Machines  and  machinery, 

N.O.S ..I 

18  Machines,     machinery     or 

mills,  heavy,  weighing 
two  tons  and  over  (actual 
weicrht)  to  each  complete 
machine  or  mill  (if  hav- 
ing connections  and  de- 
tachable parts,  same  to  be 
removed  from  frame  of 
machine  or  mill  and  bxd. )>  3 

19  N  O  T  E— Machinery,        i  n 

pieces  weighing  three 
tons  or  over,  to  be  loaded 
and  unloaded  at  risk  and 
expense  of  shipper  and 
consignee. 

20  Machinery,     rolling     mill. 

iron,  rough 

21  Middlings,  purifiers,   S.  U. 

22  Middlings,  purifiers, boxed 

23  Middlings,  purifiers.  K.  I). 

and  boxed  or  packed  in 
bundles 

24  Mills,  bark 

25  Mills,   cane,    C.  L.,    mini- 

mum 20,000 

26  Mills, cider 

27  Mills,  cob, C.  L.,  minimum 

20  000  . . 

28  Mills,  coffee,  boxed 

29  Mills,  drug  orgrocers',  bxd 


4 

an 
Di 


MACHINERY,  ETC. -Con. 
tinned. 

30  Mills,  coffee,  drugs  or  gro- 

cers', not  bxd.,  not  taken. 

31  Mills,  feed 

32  M  ills,  grain 

33  Mills,  paint 

34  Mills,  portable  burr  stone .. 
3">  Mills,  sugar 

36  Mills,  wind,   K.   D.,    mini- 

mum 20,000  pounds 

37  Windmill  towers  (material 

cut  to  dimensions  or  fitted) 
K.  D 

38  YVind  mill  towers,  material 

in  rough,  not  fitted  or  cut 
to  dimensions 

39  Mills,     wind,     wind     mill 

pumps,  pump  cylinders, 
and  pipe  for  connecting 
pump  heads  and  cylin- 
ders, wind  mill  tanks, 
towers,  angle  iron  and 
timber  prepared  for  wind 

mill  towers 

NOTE— Shipments  of  pipe 
for  connecting  pipe  headsand 
cylinders  must  not  exceed 
one-third  of  the  total  weight 
of  pumps  and  pipe. 

40  Mills,    N.    O.  S.,   same  as 

machinery,  N.  O.  S 

41  Passenger  or  freight  elevat- 

or cars,  S.  U 

42  Passenger  or  freight  elevat- 

tor  cars.  K.  D.,  in  pieces. 

43  Machinery    belt  fasteners, 

iron  or  steel,  in  boxes,  | 
barrels  or  casks 

44  Machinery  boxes,   empty, 

C.  L,.,  minimum  weight 
20,000  pounds 

45  Machinery  knives,  N.O.S.. 

same  as  the  machine  of 
which  they  form  a  part. 

46  Reels,  centrifugal,    bolting 

and  scalping 

47  Madder,  in  boxes,  kegs  or 

barrels 

48  Madder,  in  casks  or  hhds.. 

49  Magazines,    powder,    port- 

able (on  wheels),  ircn. 
S.  U 

50  Magazines,     powder,     sta- 

tionery, iron,  K.  D.  flat, 
in  bundles,  crates  or  bxs. 

51  Magazines,  paper,  unbound 

in  bundles  or  boxes 

52  Magnesia,  in  boxes  or  kegs 

53  Magnesia,  in   bags,  barrels 

or  casks 

54  Magnesite,  in  boxes  or  kegs 

55  Magnesite.  in  bags,  barrels 

or  casks I 

56  Magnesite, crude,  in  bulk.. 

57  Magnetic  appliances,  N  O. 

S.,  in   packages j 

58  Majolica  ware,  packed I 

59  Malt,  in  bags,  sacks  or  bar- 

rels, actual  weight 


60  Malt 


Dl 


332 


[47] 

Classification  —  Continued. 


M 


L.C.L 


C.  L. 


M 


L.C.L. I  C.  L. 


1  Malt  sprouts  and  malt  skim- 

mings, in  bbls.  or  sacks.. 

2  Manganese 

3  Mangers, stable, iron,  loose 

4  Mangers,   stable,    iron,    in 

crates  or  boxes 

5  Mangles,  S .  U 

6  Mangles,  crated  or  boxed. 

7  Manikins,  boxed 

8  Manila   or  sisal 

9  Mantels,  gas  incandescent, ! 

boxed ' 

10  Maps,   boxed 

11  Map  rollers  and  sticks,  in 

bundles  or  boxes 

12  Marble,   onyx  or    granite, 

all  kinds,  N.  O.  S 

13  Marble,    onyx    or    granite 

blocks  or  slabs,  chiseled, 
polished  or  dressed,  b'x'd, 
valuation  restricted  to  40 
cents  per  cubic  foot 

14  Marble,    onyx    or  granite 

blocks  or  slabs,  sawed  or 
hammered,  boxed  or  not 
boxed,  valuation  restrict- 
ed 'o  40  cents  per  cub.  ft. 

15  Marble,     onyx    or   granite 

blocks,  rough  quarried,  { 
valuation  restricted  to  20i 
cents  per 'cubic  foot j 

16  Marble,    onyx    or   granite; 

statuary,  valuation  re-j 
stricted  to  40  cts.  per  cub.i 
foot 

17  Marble    or    granite   tomb- 

stones or  monuments,' 
boxed  or  crated,  valuation 
restricted  to  40  cents  per 
cubic  foot 

18  Note— Cut    stone,     marble 

tombstones,  monuments 
and  statuary,  in  pieces 
weighing  three  tons  or 
over,  to  be  loaded  and 
unloaded  at  risk  and  ex- 
pense of  shipper  and  con- 
signee. 

19  Marble  dust 

20  Marble  waste  or  chips  (not 

tiling) 

21  Marbles,  in  boxes,  bbls.  or 

or  casks 

22  Marl 

23  Marline,  in  coils  or  pkgs. .. 

24  Masks,  baseball  or  fencing, 

nested,  boxed 

25  Masks,  linen  or  cotton,    in 

boxes 

26  Masks,  paper,  N.  O.   S....! 

27  Masks,  paper,   nested 

28  Masks,    wire.     N.    <J.    S., 

boxed  

29  Matches,  in  paper  or  wood- 

en boxes,  packed  in  metal- 
lic or  wooden  cases 

30  Match  sticks,    in   bundles.. 

31  Match  sticks,    in   boxes.... 

32  Match  sticks 

33  Mats    and   rugs,     grass    in 

bales 

34  Mats    and    rugs,     woolen, 

hemp,  cocoa,  jute  or  pine 
fibre... 


5 
4 
3 

4 
1 

9 

btl 
4 

Dl 
1 


Wheat 
tar.rat's 

5 

5 


4tl 
Dl 


Dl 


10 


35  Matts,  door,   wire,    iron   or 

steel,   in  packages 

36  Mats,  fibre  ware,    crated  or 

boxed  

37  Mats,  rubber 

38  Mats,    splash,    wooden,   in 

boxes  

39  Mats,    wooden,    N.   O.  S., 

in  packages 

40  Matting,  N.  O.    S 

41  Matting,  canton 

42  Matting,      cocoa,       hemp, 

,  jute  or  pine  fibre 

43  Matting  or  tread,  rubber 

44  Matting    or    tread,    metal 

(for  stairs  or  doorsteps),  I 
crated  or  boxed ' 

45  Matting,  tea  chest,    old  inj 

bags ,  sacks  or  crates | 

46  Matting,     tea    chest,     old,. 

pressed  in  bales j 

47  Meats,    dressed,    fresh,    of] 

all  kinds,  when  in  less! 
than  car  loads,  prepaid,  j 
as  follows,  viz  : 

48  Beef,  lamb,  mutton,    veal, 

venison,  pork  loins  and 
pork  cut  in  pieces  (other 
than  dressed  hogs,  whole) 
beef  and  pork  tenderloins, 
beef  rounds,  butts,  clods,  I 
hearts,  livers,  loins  orj 
ribs,  plucks,  rolls,  fresh ! 
tongues,  skirts,  fresh 
sausage,  tails  and  other 
fresh  meats,  N  .  O .  S 

49  Hogs,  dressed,  whole 

50  Dressed  meats  in  refrigera- 

tor cars  will  not  be  taken 
at  less  than  20,000  Ibs. 
minimum  weight,  at  car 
load  rate  for  one  con- 
signee and  destination; 
less  than  car  load  ship 
ments  must  be  delivered 
at  depot  of  carrying  road 
to  be  loaded  with  miscel- 
laneous freight,  if  less 
than  car  load  rate  per  100 
Ibs.  is  desired  by  shipper. 

51  Meats,  dressed,  fresh, of  all 

kinds,  when  in  rar  loads, 
minimum  weight  20,000 
Ibs.  (Rule?  not  to  apply) 

52  Hams,  shoulders,  sides  and 

other  hog  meats,  in  bulk, 
packed  with  ice  or  salt,  or 
both,  whether  loaded  in 
refrigerator  or  common 
cars. 

53  Beef  or  pork  tenderloins. 

boxed  or  loose,  beef 
rounds,  butts,  clods, 
hearts,  livers,  loins  or 
ribs,  either  loose  or  in 
boxes,  plucks,  rolls, fresh 
tongues,  skirts,  fresh 
sausage,  tails,  loose  pork 
loins  and  other  fresh 
meats.  N.  O.  S.,  whenj 
loaded  in  refrigerator  cars 
with  dressed  beef,  in; 
quarters,  will  take  thej 
dressed  beef  rate. 


333 


[48] 

Classification — Continued. 


M 

L.C.  L. 

C.L. 

Bt 

L.C.  L. 

C    L. 

1  Fresh  meats  (not  poultry  or 
game),     boxed,     in     car 

I 

34  Metal  polish,    in  packages, 
packed  in  cases  

1 

loads,    minimum    weight 
20,000  Ibs.   will    take  the 
dressed  beef  rate. 
2  Meats,  cured  asfollows,  viz: 
3  Beef,  in  bbls.,  340  Ibs.   per 
bbl.    (see  note  below.)   .. 
4  Beef   in  tierces 

4 
4 

5 

5     j 

35  Metal  polish  in  cakes,  p'kd 
in  boxes  or  bbls  
36  Metal  polish    in    bulk,    in 
bbls  .  or  casks  
37  Meters,  electric,  boxed.... 
38  Meters,    gas,     N.    O.     S  , 
crated  or  boxed 

3 

3 
1 

1 

5 

5 
3 

5  Meats,    dried,    smoked   or 
salted,  in  bags  
6  Meats    dried      smoked    or 

2 

39  Meters,  gas,  station,  iron.  .. 
40  Meters,  natural  gas,  N.  O. 
S.   crated  or  boxed 

3 
1 



salted,  in  bags  or  in  bulk. 
7  Meats,     dried,    smoked    or 
salted    in  crates  

4 

5 
5 

41  Meters,    natural    gas,    cast 
iron     (C.    L  ,     minimum 
weight  20,  000  Ibs.)  .  '  

3 

4 

8  Meats,  dried,  sliced,  in  b'x's 
9  Meats,  dried,  N.  O.  S.,  in 
boxes    bbls     or  casks 

4 
4 

5 
5 

42  Meters,     water,       iron      or 
composition  metal,  crated 
or  boxed     

3 

10  Meats,    potted,     in    glass, 
boxed 

9 

3 

43  Mica,    sheet,    in    boxes  or 
bbls          

1 

8 

11  Meats,  salted,  boxed  
12  Meats,    smoked    (except 

4 

5 

44  Mica,  ground  or  pulverized 
in   bbls    

2 

5 

sausage  or   tongues),    in 

4 

5 

45  Mica,  pulverized  in  bags.. 
46  Mica    scrap 

5 
5 

13  Pork,  pickled,  in   bbls  ,  340 

47  Middlings,  in  bbls.  or  sacks 
48  Middlings 

5 

Grain 

below  ^    

4 

5 

49  Middlings,  'in   bulk,  is.OOO 

rates 

14  Sausage      bologna      or 

Ibs.  or  over                     .   . 

5 

smoked,  in  bbls.,  boxes, 
casks  or  ke*gs  
15  Sausage,   canned 

4 
4 

5 
5 

50  Middlings,    in     bulk,    less 
than  15,000  Ibs.,  not  taken. 
51  Milk,   condensed,  in  cans, 

16  Tongues    lambs'     in  glass 

boxed  

4 

5 

boxed 

2 

3 

52  Milk,    condensed,  in  kegs, 

17  Tongues   pickled    in  bbls. 

half  bbls.  or  bbls  

4 

5 

or  casks 

4 

5 

53  Milk,  fresh,  in   cans... 

54  Milk  shakers  S  U    boxed 

1 

boxes,  casks,  or  kegs  .... 

4 

5 

55  Milk  shakers,    K.   D.    and 
boxed 

2 

kegs  
90  Note  —  Beef    and     pork     in 

4 

5 

56  Milk,    sugar    of,     dry,      in 
packages                        .  .. 

1 

3 

bbls.  actual    weight,   ex- 
cept when  weight  cannot 

57  Milk,    sugar    of,     crude, 
liquid,  in   bbls               .   .. 

3 

5 

be  ascertained,  when  the 

58  Milkweed  pods,  in  bags  or 
or  sacks   P    P 

1 

340  Ibs.  per  bbl. 

59  Millinery  goods,  N.  O.  S., 
(see  note) 

1 

rooms,  K.    D.,   crated  or 
boxed  
22  Meat  cutters  and  choppers. 
23  Meat  mixers,  S.   U  
24  Meat  mixers,  K.D..  boxed. 

3 
2 

1 

2 

'.. 

60  Note—  Millinery    goods, 
mixed,   shipments,    con- 
sisting  of   trimmed    and 
untrimmed  hats  and  bon- 
nets,    har    and     bonnet 

25  Medicines,  N.  O.  S  
26  Medicines,    N.    O.   S.,     in 
glass,   packed  
27  Medicines,  patent    N.O.S., 
in  glass,  packed   in  wood 
28  Megaphones,     boxed    or 
crated  
29  Melons,  loose    O.R.,P.P 
or  guaranteed  
30  Melons,  in  baskets,  bbls.  or 
crates 

1 
1 
1 
Dl 

1*6 

2 

3 
3 

frames     or   forms,     band 
boxes  and  packing  boxes 
nested,   wrapping    paper 
used  by  milliners,  paper 
bags    used   by   milliners, 
artificial  flowers,  feathers 
and  plumes  and  birds  for 
trimming,  ornaments  and 
pins  for  trimming,  laces, 
veilings,  millinery  silks, 
velvets,     ribbons,    laces, 

31  Melons,  P.    P.   or  guaran- 
anteed,  O.  R..  in  bulk  or 
packages,     minimum 
weight  20,  000  Ibs  
32  Melophene    in  bbls    kegs 

Wheat 
tar.rat's 

in  cases,  C).  R  
51  Mimeographs,  boxed  
62  Mincemeats,  in  glass,  p'kd 
63  Mince  meats,  in  packages, 
except  glass        

1 
1 
1 

4 

"3" 
5 

pails  or  tubs 

3 

64  Mincing  knives,  boxed  

4 

5 

33  Merry-go-rounds,    K.    D  , 

65  Mineral     specimens,     in 

1 

20,000  Ibs... 

1 

4 

384 


[49] 

Classification — Continued. 


L.C.L. 


C.  L. 


M 


L.C.L. 


C.  L. 


1  Mineral  water  (plain,  car- 

bonated and  flavored), 
distilled  water,  §Kylo, 
§Malto,  §  M  o  x  i  e  and 
§Phosphates,  P.  P.  or 
guaranteed,  in  bottles,  in 
open  carriers 

2  Mineral  water,  in  bottles  or 

jugs,    packed  in    barrels, 

boxes  or  hampers 5        35  Moulders' dust 

3  Mineral  water,  in  carboys..          35 

4  Mineral  water,  in  tin  cans,  in  boxes-,  barrels  or  casks          1 

jacketed 5 

5  Mineral  water,    in  galvan- 

ized sheet  iron  cans,  crat'd  5 

6  Mineral     water,     in     iron 

drums 3  5 

7  Mineral  water,  in  wood 4  5 

8  Mineral  water,  in  tank  cars 

to  be  furnished  by  ship- 
pers, empty  cars  returned 
free 5 

9  Mineral  wool 4 

10  Mint  sweepings  or  tailings.          1 

11  Mohair 1 

12  Molasses,  in  glass,  packed j 

in  boxes  or  barrels i         2  5 

13  Molasses,  in  packages,  ex- 

cept glass 4  5 

14  Molasses,  in  tank  cars  to  be 

furnished  by  shippers; 
minimum  weight  24,000 
pounds;  empty  tanks  re- 
turned free i 5 

15  Money  drawers,   crated  or 

boxed 1  5 

16  Monuments,      bronze      or, 

metal,  crated  or  boxed . . . !  4 

17  Mops,  in   bundles 2  5 

18  Mop   handles,    with  heads 

and  wringer  attachments, 

in  bundles 2 

19  Mop  handles,    with   heads 

and  wringer  attachments, 

in  crates  or  boxes 3  

20  Mop  handles.without  heads  53  Drums.  N.  O.  S..   boxed...  i      3tl 

or   wringer   attachments, , ,   

in  crates  or  boxes 4  nested,   boxed Dl 

21  Mop  heads,  in  kegs  or  bbls          3  5        55  Harmonicas,  boxed I 

22  Morocco 2 

23  Mortars,    druggists',    iron,  and  melodeons,  boxed ... 

boxed 4     57  Organs,  hand,  not  boxed.,  i      Dl 

24  Moss,  N.  O.  S.,  in  barrels 

or  sacks 1  3        59  Pianos,  boxed 

25  Moss.  N.  O.  S.,    in  bales,  60  Pianos  and  organs,  boxed. 

pressed 

26  Moss,  wet 

27  Moss,  evergreen,  in  crates, 

boxes  or  barrels,  P.  P _      „ , 

28  Moss,  evergreen.  P.  P 5  white.  S.   U Dl 

29  Moss,  flax,  in  bales  or  bxs., 

C.  L.,  minimum  20,000..  10 

30  Moss,  Iceland  or  Irish 

31  Moss,  nursery,  in  packages          1 

32  Moss,  nursery    9 

33  Motors,    electric 1  4 

34  NOTE— Electric    motors 

when  forming  part  of  and 

§  Ratings  apply  only  on  beverages  ready  for  use.    Extracts  shipped  under  above  names 
are  ratable  as  extracts. 


shipped  with  machines, 
mills,  cranes  or  derricks, 
for  transmitting  power! 
thereto,  will  be  rated  at 
the  class  provided  for  the 
complete  machine,  mill, 
crane  or  derrick,  whether 
S.  U.  or  K.  p.,  as  specified 
in  the  classification. 

35  Moulders' dust 

36  Mouldings,  plaster,  packed 

in  boxes-,  barrels  or  casks 

37  Mouldings,  plaster 

38  Moulds,  brick,  in  bundles, 

crates  or  boxes 

39  Moulds,     ice,     galvanized 

iron  (for  ice  manufactur- 
ing machines),  nested,  in 
packages 

40  Moulds,  jar,  bottle  or  glass- 

ware, iron  or  steel,  in 
boxes,  barrels  or  casks... 

41  Moulds,  cigar,  wooden,  in 

boxes  or  racks 

42  Moulds,  tobacco  or  shapes, 

iron,  crated  or  boxed 

43  Moulding  composition  (not 

plaster),  in  bundles 

44  Mucilage,  in  glass  or  earth- 

enware, packed 

45  Mucilage,  in  tin,  boxed 

46  Mucilage,  in  barrels  or  kegs 

47  Muraline  (wall  finish) I 

48  Muresco   (wall  finish) 

49  Mushroom  Spawn,  in  boxes1 

or  barrels,  P.  P 

50  Music,  sheet,    in  boxes  orj 

bundles 

51  Musical     instruments     and 

musical  instrument  parts, 
N.O.  S.,  boxed 

52  Band  and  string  instruments 

and  band  and  string  in- 
strument parts,  N.  O.  S., 
boxed  

53  Drums,  N.  O.  S.,   boxed.. . 

54  Drums,    heads   out,   shells 

nested,   boxed 

55  Harmonicas,  boxed 

56  Organs,  church  or  cabinet 

and  melodeons,  boxed... 

57  Organs,  hand,  not  boxed.. 
5S  Organs,  hand,  boxed 

59  Pianos,  boxed 

60  Pianos  and  organs,  boxed. 

61  Piano  actions,  boxed 

62  Piano  boxes  ret'd  (see  Car- 

riers ret'd). 

63  Piano  or  organ  cases,  in  the 

white,  S.   U 

64  Piano  and  organ  cases,    in 

the  white,  K.  D.  flat, 
crated  or  boxed 

65  Piano  or  organ  cases,  in  the 

white,  not  crated  or  bxd., 
not  taken. 


[50] 

Classification — C(  mtinued . 


M 


L.C.L.    C.  L. 


1  Piano  hammers,  boxed.... 

2  Piano  key  fame  pins,  brass, 

in  packages 

3  Piano  or  organ  keys,  boxed 

4  Piano  key  leads,  in  kegs  or 

barrels 

5  Piano  legs,  N.O.S..  boxed. 

6  Piano  legs,    in  the  white,; 

boxed  or  racked 

7  Piano  plates,  iron 

8  Piano  sounding  boards,  in 

the  white,  -boxed 

9  Piano  or  organ  stools,  bxd. 

or  crated 

10  Piano  or  organ  stools,  N .  O.; 

S.,  C.   L.,    minimum   wt.i 
16,000 ! 

11  Organ  pipes. crated  or  bxd. | 

12  Organ  reeds, crateo  or  bxd. 

13  Organ  springs,  steel,  crated; 

or  boxed 

14  Claviers  boxed ! 

15  Musical  instruments.  N.  OJ 

S., not  boxed,  not  taken. 

16  Muskets  and  other  firearms, 

boxed  

17  Mustard,  in   boxes  or  bar- 

rels  

18  Mustard  bran   or  meal,    in 

bags  or  barrels 

19  Mustard  cake 

20  Muzzles,  animal,    nesti-d.. 


N 


21  Nails,    brass  

22  Nails,  copper 

23  Nails,  picture,  in  boxes.... 

24  Nails,     zinc,    in    boxes    or 

kegs 

25  Nail  pullers,  iron,  in  pkgs. 

26  Napthaline    (disinfectant), 

dry,  in   boxes 

27  Napthaline    (disinfectant!. 

dry,  in  kegs,  bbls.  or  casks 

28  Needles,  in   packages 

29  Neftiline     (lubricator),     in 

cans,   jacketed 

30  Neftiline  (lubricator)in  half 

barrels  and  ban  els 

31  Nerve  food,  in  glass,  packed 

32  Nets .' 

33  Nets,  glue,  wire  in  frame, 

in  bundles,  crates  or  bxs 

34  Netting.  N.  O.  S i 

35  Newspaper    prints,     boxed 

or  in  bundles,  P.  P 

36  Newspapers,      packed      in 

trunks,  with  name  of  ar- 
ticle and  name  of  shipper1 
plainly  marked  on  outside' 
of  trunks i 

37  N  ickel 

38  N  ickel  matte 

39  Nickel  matte,  value  not  to 

exceed  $100  per  net  ton,; 
to  be  limited  by  written 
agreement 

40  Nipples,  combination   lead 

and  brass,  used  by  plumb- 
ers ....  i 


Dl 

1 


L.C.L.    C.  L. 


41  Nitre  cake 

42  Nitro-glycerin,  not  taken. 

43  Notions,  in  boxes 

44  Nut  gall,  in  sacks 

45  Nut  kernels. N.  O.  S. 

46  Nutmegs 

47  Nuts,  edibles,  N.  O.  S.,  in 

shell,  in  single  bags 

48  Nuts,  edible,  N.  O.  S.,   in 

shell,  in  double  bags  or 
boxes 

49  Nuts,  edible.    N.  O.  S.,  in 

nhell,  in  barrels  or  casks. 

50  Nuts,    edible,    N.    O.    S., 

shelled 

51  Peanuts,    shelled    or    un- 

shelled,  in  bags,  boxes, 
or  barrels.  (C.  L.,  min- 
imum 20, 00(3  pounds 


0 


52  Oak  leather  color,  in  boxes 

53  Oakum 

54  Oars 

55  ( )at  hulls,  in  barrels  orsacks 

56  Oat  hulls 

57  Oat   hulls,    in    bulk,   15,000 

pounds  and  over 

58  Oat  hulls,  in  bulk,  less  than 

15,000  pounds,  not  taken. 

59  Oatmeal,  in  paper  packages, 

packed  in  boxes  or  barrels 
(see  Cereal  products.) 


60  Oatmeal,  in  bulk.i  n 
sacks  or  barrels . . . 


bags, 


61  Oatmeal,  in  barrels.  200  Ibs. 

per  barrel,  same  in  sacks. 
O.  R.  or  W.  &  W.,  actual 
weight 

62  In  lots  of  2,000  pounds  or 

over, 20  per  cent  above  C. 

L.  rate,  O.  R.  of  W.  &  W. 
NOTE— Charges  on  a  ship- 
ment of  less  than  2.000  pounds 
shall  not  exceed  the  charges 
on  2.0CO  pounds. 

63  Oil,  aniline,  in  cans,  bxd.. 

64  Oil,  castor,  in  cans,  bxd... 

65  ( Ml,  castor,  in  wood 

66  Oil,  cocoanut,  in   wood.... 

67  Oil,  cotton  seed,  in  wood.. 

68  Oil,  Essential,    in    cans  or 

glass,   boxed 

C.9  Oil,  fish,  in  wood.  N.  O.  S. 

70  Oil.  fusel,  in  wood 

71  Oil,  gloss,  in  barrels 

72  Oil,  harness,  in  cans,  bxd.. 

73  Oil,    harness   blacking,    in 

cans,  boxed 

74  Oil.    m    glass,     N.    O.    S., 

boxed   

75  Oil,  in  iron  drums 

76  Oil.  in  square  cans,  N.   O. 

S..  completely  boxed.... 


[51] 

Classification— Continued. 


o 

L.C.L. 

C.  L. 

0 

L.C.L. 

C.  L. 

1  Oil,  in  tin,  N.  O.  S.,  packed 
in  bbls      .... 

CO  Oranges,  P.  P  .  .  . 
31  Orange  peel,  N.  O.  S    ... 

2 
4 

3 
5 

2  Oil,  in  tin  lined  bbls  
3  Oil,  in  wood  N.  O.  S  
4  Oil,  lard,  in  wood 

9 

3 
3 

r 

32  Orange  peel,  in  glass  
33  Ore.  N  .  O.  S..  in  bbls.,  boxes 
or  sacks 

1 
4 

3 
9 

5  Oil,  linseed,  in  cans,  jack't'd 
6  Oil,  linseed,  in  wood 

2 
3 

—      5 

34  Ore,  actinolite,  ground,  in 
bags 

4 

9 

7  Oil,  linseed,  in  tank  cars  to 
be  furnished  by  ship;  ers: 

35  Ore,  antimony,   calamine, 
capper,  lead  or  silver 

4 

empty  tanks  return'd  free. 
8  Oil,  lubricating,  in  wood.. 
9  Oil,  oleomargarine  or  tal- 
low, in  wood  '.  
10  Oil,  palm,  in  wood  
11  Oil,  paraflin.  in  wood  
12  Oil,   petroleum,   kerosene, 
mineral  or  coal,  benzine, 
benzole,     naptha,     cam- 
phene  and  burning  fluid, 

"  "3" 

3 
3 
3 

5 
5 

5 
5 
5 

36  Ore,  antimony,   calamine, 
copper,  gold,  lead,  silver 
or  tin.  value  not  to  exceed 
$100.00  per  net  ton,  to  be 
limited  bv  writ'n  agreern't 
37  Ore,  asbestos  
38  Ore,  beau  site  
39  Ore,  beauxite,  per  gross  ton 
of  2,240  Ibs.  same  as  2,000 
Ibs. 

4 
4 
4 

9 
9 

9 

in    cans,    glass    or   jugs, 
packed  in  boxes,  jackets 
or  kegs,  corks  secured  by 
metal    caps,     cement    or 
wire 

3 

5 

40  Ore,  chrome  
41  Ore,  emery  
42  Ore.  iron,  per  gross  ton  of 
2,  240  Ibs.  same  as  2,  000  Ibs. 
43  Ore,  ir°n,  ground  in  oil 

4 
4 

"  "4" 

9 
9 

Q 

5 

13  NOTE.  —  Oil,  in  glass,  cans, 

44  Ore,  iron,  ground  dry  

4 

8 

or   jugs,    not    packed    in 
boxes,  jackets  or  kegs,  not 

45  Ore,  iron,  decomposed  ... 
46  Ore,  maganese  

"  "4" 

6 
9 

taken. 
14  Oil,   petroleum,   kerosene, 
carbon,   mineral  or  coal, 

47  Ore,   maganese,    per  gross 
ton  2,  240  Ibs.  same  as  2,  000 
Ibs 

9 

benzine     benzole    gaso- 

48 Ore    rnica 

4 

line  and  naptha,  in  wood 
or  in  tank  cars,  to  be  fur- 
nished by  shipper 

3 

5 

49  Ore,  mica,  value  not  to  ex 
ceed  $100.00  per  net  ton,  to 
be     limited     by   written 

15  Camphene  and    burning 

agreement 

9 

fluid,  in  wood  
16  Oil,  pine,  in  wood 

3 
4 

5 

8 

50  Ore.  purple,  per  gross  ton 
2,240  Ibs.  same  as  2.  000  Ibs. 

9 

17  Oil,  red.  in  wood  
18  Oil,  rosin,  in  wood. 

3 
4 

5 

8 

51  Ore,  zinc...  
52  Ore.  washers,  K.  I) 

4 
4 

10 
5 

19  Oil,  tanners'  or  degras1,   in 
wood  . 

3 

5 

53  Ornaments  or  figures,  clay 
earthenware,     plaster    of 

20  Oilcake,  N.  O.  S  
21  Oil  cake,  corn  in  packages. 
22  Oil  cloth  or  linoleum,  floor, 
table    carriage  or  enam- 

5 l 
5f 

Wheat 
tar.rat's 

paris.  terra  cotta  or  wood, 
pkd.  in  bxs.,  bbls.  or  casks. 
54  Osiers  (willow),  in  bundles 
55  (  )siers  (willow) 

1 

2 

6 
5 

eled,   13  feef  or  over   in 
length,    wrapped,   crated 

56  Ovens,   enameling,   crated 
or  boxed,  S.  U  '  

Dl 

or  boxed 

1 

3 

57  Ovens,   enameling,   crated 

23  Oil  cloth  or  linoleum  floor 

or  boxed,  K.  D 

9 

table,    carriage  or  enam- 
eled, under  13ft.  in  length, 
wrapped,  crated  or  boxed. 
24  Oil  cloth  binding,  metallic, 
in  boxes  or  bbls  
25  Oil  cloth  rollers,  wooden,  in 
bundles  or  crates  
26  Oil  meal  (same  as  flour). 
27  Oil  well  supplies  consisti'g 

2 
3 
3 

3 

5 

58  Ovens,     portable    bakers', 
sheet  iron,  S.  U.,  crated.. 
59  Ovens,     portable    bakers', 
sheet  iron,  S.  U.,  crated.. 
60  Ovens,     portable     bakers', 
sheet  iron,  K.  D.,  crated.. 
61  Oysters,  fresh,  in  cans  
62  Oysters,   in  shell,  in  bags, 
P.  P. 

Dl 
1 

»> 

1H 

3 

5 
5 
5 

of   anvils,    auger   stems, 
belts,  brake  bands,  brake 

63  Oysters,  in  shell,  in  bbls., 
P.P. 

3 

levers,  bull  wheels  (wo'd), 
casing  heads,  drill'g  tools, 
jars,  joints,  reamers,    rig 
irons,  rope  sockets,  sand 
pumps,  sand  reels,  sinker 
bars   sucker  rods   temper 

64  Oysters,   in  shell,   in   bulk, 
P.  P  
65  Oysters,   pickled,   in  glass, 
boxed  
66  Oysters,  shucked,  or  oyster 
meats    in  wood  P  P 

4 

\VZ 

3 
5 

screws,      tongs     and 
wrenches 

3 

6 

67  Oysters,   spice  or  cove,  in 
cans    boxed. 

4 

5 

28  Olives  
29  Optical  goods,  N.  O.  S.,  in 
boxes  

4 
1 

5 

337 

[52] 

Classification — Continued. 


p 

L.C.  L. 

C.  L. 

P 

L.C.L. 

C.  L. 

1  Packing,  N.  O.  S  
2  Packing,  asbestos  

2 
3 

5 

29  Same,  in  oil,  in  kegs,  half- 
bbls.  or  bbls 

4 

5 

3  Packing,  flax 

3 

4 

30  Same   dry     in   boxes    kits 

4  Packing,  hemp  

3 

4 

or  buckets  

4 

g 

5  Packing,  jute 

3 

4 

31  Paints,  earth     iron    metal 

6  Packing,    metallic 

3 

4 

7  Packing,  rubber  

3 

4 

zinc  or  zinc  oxide)    dry 

8  Packing,  soap  stone   ...   . 

3 

4 

in  bags   kegs   half-bbls 

9  Paintings   and    pictures, 

bbls.  or  casks  

4 

8 

boxed,  net  invoice  value 
not  to  exceed  $50.00  per 

32  Paints  or  colors,  artists',   in 
tubes,    t-oxed  

1 

package,     to    be  so    ex- 
pressed in    shipping   re- 

33 Paint  dryer,    N.   O.  S.,   in 
bbls    

4 

5 

ceipt  by  shipper  

1 

34  Japan  dryer,  in  wood 

3 

5 

10  Paintings    and    pictures, 

35  Paint  mixers  

2 

boxed,  net  invoice  value 
exceeding  $50  per  p'kg.  .  . 
11  Paintings    and     pictures, 
when  net    invoice  value 
is  not  expressed  in   ship- 
ping receipt  by  Chipper, 
not  taken. 
12  Paintings     and     pictures, 
not  boxed,  valuati  n  not 
to  exceed  $1.00  each,  to  be 
so  expressed  in  shipping 
receipt  by  shipper;  ,  ship- 
pers to  load  and  unload. 

Dl 

1 

36  Palm  leaf,  in  bales  
37  Palm  trees,  artificial,  leaves 
detached  and  packed  flat. 
38  Paneling,     wainscoa  ti  n  g, 
and    other   inside    house 
finishing  wood,    or  house 
trimmings  (wood),  N.'O. 
S.,  in  bundles,   crates  or 
boxes  
39  Paneling  ,    wainscoa  ting, 
and    other   inside   house 
finishing  wood,  or  house 
trimmings  (wood),  N.  O 

1 
4 

7 

13  And  an  additional   charge 

7 

of  2^  per  cent  of  the  net 
invoice  value,  which  net 
invoice  value  must  be  ex- 
pressed in    shipping   re- 
ceipt by  shipper. 
14  Portraits     (not    paintings), 
boxed,  net  invoice  value 
not  to  exceed  $10.00  per 
package,  and  so  ex  pressed 
in    shipping    receipt    by 
shipper 

9 

40  Paneling     boards,      base 
boards,    wains  coating 
boards,     window    casing 
boards  and  flooring  b'rds, 
in  full  lumber  lengths..  .. 
41  Panoramic  outfit  and  stage 
scenery,  P.  P.,  released. 
42  Paper  bags  or  sacks,  in  pkgs 
43  Paper  balloons,  flat,  boxed 
44  Paper    blocks,    insulating. 

4 

Dl 
3 
Dl 

1 

L'mb'r 
rates 

4 

6 

3 

15  Paints,    dry,    N.  O.  S.,    in 
boxes,  kits  or  buckets... 
16  Paints,    dry,    N.  O.  S.,    in 

3 

5 

45  Paper  butter  plates,  nested 
46  Paper  cans,   N.  O.  S.,   not 
nested,  in  b'xs  or  crates 

3 
Dl 

6 

kegs,  half-bbls.  or  bbls.  .. 
17  Paints,    dry    or    in    oil,    in 

4 

8 

47  Paper  cans,  N.O.  S.,nest'd, 
in  boxes  or  crates 

glass,  boxed  

1 

3 

48  Paper  collars,  boxed 

1 

18  Paints,  dry  or  in  oil.  N.  O. 
S.,  in  tin  cans  or  tin  pails, 
boxed,   crated  or  packed 
in  bbls 

4 

5 

49  Paper   cones    (wrapping 
yarn),  boxed  or  crated.  .. 
50  Paper  hangings,    in   boxes 

1 
2 

3 
3 

19  Paints,  in  oil.  N.  O.  S.,  in 

51  Paper  kites,  boxed 

Dl 

tin  cans  or  tin  pails,  loose 
20  Paints,    in     oil.     in    cans, 
jacketed,    loose 

Dl 
1 

52  Paper  labels,  boxed  
53  Paper    lanterns,     K.     I)., 
boxed  . 

2 
Dl 

3 

21  Paints,  in  oil.    N.  O.  S.,  in 

54  Paper  napkins  boxed 

2 

buckets  or  kits. 
22  Paints,  in  oil,   N.  O.  S.,  in 

4 

5 

55  Paper  oil  cans,   in   crates  or 
boxes  

1 

4 

kegs,   half-bbls.  or  bbls.. 
23  Paints,     asbestos,   asphalt, 
chemical,  lead,    parffine, 
rubber,    zinc,  zinc  oxide 
in  oil,  in   tin   cans  or  tin 
pails,    boxed,     crated    or 
packed  in  bbls  

4 
4 

5 
.5 

56  Paper     pads     or    tablets 
(blocks  or  books  of  writ- 
ing   or    manila     paper), 
in  crates  or  boxes  
57  Paper  pads  or  tablets,     in 
paper  packages    or    bun- 
dles, not  taken. 

4 

5 

24  Same,  in  oil,  in   buckets  or 
kits  

4 

5 

58  Paper  pails  or  boxes,  small, 
for    oysters      candy     ice 

25  Same,  in  oil.  in  kegs,  half- 
bols.  or  bbls  • 

4 

5 

cream,     etc.,     nested,    in 
crates,  bundles  or  boxes 

26  Same,    dry,  in   boxes,    kits 
or  buckets  
27  Paints,  earth,   iron,  metal- 
lic, mineral  or  ochre,  in 
oil,    in    tin    cans     or   tin 
pails,    boxed,    crated    or 
packed  in  bbls  
28  Same,  in  oil,   in  buckets  or 
kits  .  .  . 

4 

4 

4 

5 

5 
5 

(C.  L.,  minimum  weight 
24,000  Ibs.)  
59  Paper  tags  or  sales  tickets, 
in  crates  or  boxes  
60  Paper  tags  or  sales  tickets, 
in     paper     packages    or 
bundles,  not  taken. 

2 
2 

4 
3 

—2*  R  W 


338 


[53] 

Classification — Continued . 


L.C.  L.    C.  L. 


L.C.  L.I   C.  L. 


1  Paper    water     buckets    or 
pails,  nested,  in  bundle  s, 
crates  or  bo  x  es  
2  Paper     water    buckets     or 
pails,  min.  wt.  20,000  Ibs.. 
3  Paper,  N.  O.  S.,  in  crates  or 
boxes  

1 
1 

6 
6 

4  Paper,  blotting,  in  bundles, 
crates  or  boxes  
5  Paper,  blue  print  or  photo- 
graphic in  cases 

3 
1 

5 

6  Paper,  book,  white  or  col- 
ored, in  bundles,  crates  or 
boxes 

4 

5 

7  Paper,  building  or  roofing, 
in  rolls,  bundles  or  crates. 
8  Paper,    card,    in    bundles, 
crates  or  boxes 

4 

9 

9 

9  Paper,  carpet  or  lining,  in 
bundles,  crates,  boxes  or 
rolls 

7 

10  Paper,  cigarette,  in  boxes 

11  Paper,  emery,  flint  or  sand, 
in  bund's.,  crates  or  boxes 
12  Paper,  enameled,  glazed  or 
surface    coated,  in   crates 
or  boxes                   .  .. 

2 

6 
3 

13  Paper,     fly,     in     bundles, 
crates  or  cases      

1 

3 

14  Paper,  printing,  N.  O.S.,  in 
bundles.  crates  or  boxes.. 
15  Paper,  printing,  for  news- 
papers, in  rolls  or  bundl's. 
16  Paper,  scrap    or   waste,   in 
bags,  sacks  or  crates  

4 
4 
2 

6 
6 

Q 

17  Paper,    scrap     or     waste, 
pressed  in  bales  
18  Paper,  shelf,  decorating,  in 
bundles,  crates  or  boxes.. 
19  Paper,  tissue  or  toilet,    in 
bundles,  crates  or  boxes.. 
20  Paper,  wall,  blank,  in  boxes 
or  bundles  
21    Paper,  waxed  or  oiled,  in 
bundles.  crates  or  boxes.. 
22  Paper,  wrapping,  N.O.S.,  in 
bundles  or  crates  

5 

9 

2 
2 
2 
3 

9 
5 
5 
3 
4 
6 

23  Paper,    wrapping,     parch- 
ment, in  crates  or  boxes  .  . 
24    Paper,  wrapping,  printed, 
in  bundles  or  crates  
25  Paper,  wrapping,  straw,  rag, 
wood  pulp  or  manila,  in 
rolls,  bundles  or  crates  .  .. 
26  Paper,  writing,  in  bundles, 
crates  or  boxes  
27  Paper  mache,  boxed  
28  Paris    green,  in  tin    cans, 
loose  
29  Paris  green,  in  paper  lined 
boxes,  kegs  or  bbls  
30  Partitions,  rolling  or  fold- 
ing, wood  or   wood  and 
iron  combined,  crated  or 
boxed 

2 
3 

4 

2 
1 

2 
2 

3 

4 
6 

7 

5 
3 

4 

5 

5 

31  Paste,    almond,     in    cans, 
boxed  .  . 

9 

32  Paste,  carpet    cleaning,  in 

tin  or  wood 5 

33  Paste,  flour,  in  bbls 4 

34  I'aste, glucose,  in  packages. 

35  Paste,  laundry,  in  wood...  3 

36  Patent     insides     (newspa- 

pers)   

37  Patterns,  paper,  boxed 

38  Patterns,  wood  or  metallic.          1 

39  Peach  stones, in  bags,  bbls.; 

or  casks    4 

40  Pearl  hardening, in  bbls.  or 

casks 4 

41  Pears,  in  baskets,  boxes  or 

bbls 5 

42  Peas,  cow,  in  sacks  or  bar- 

rels           5 

43  Peas,    roasted,   in   bags    or 

barrels  

44  Pea  hulls,  in  bbls.  or  sacks,.          5 

45  Pea  hulls 

46  Pea  hulls,  in  bulk,  15, 000  Ibs. 

and  over 5 

47  Pea  hulls,  in  bulk,  less  than 

15, 000  Ibs.,   NOT  TAKEN.. 

48  Peat  or  peat  moss 3 

49  Pedestals, store  stool,  iron, 

crated  or  boxed 

50  Pedestals,  wooden,  crated 

or  boxed 1 

51  Pegs, shoe,  in  bags  or  bbls. . 

52  Pencils,  lead,  boxed 1 

53  Pencils,  slate,  boxed j 

54  Pens.boxed l 

55  Pepper,  in   bags,  boxes   or 

barrels 

56  Pepper,  meal  or  mixtures . . 

57  Pepper  sauce 4 

58  Perfumery   1 

59  Perovide  of  Silicates  (bug 

killer),  in  bbls '.          3 

60  Petrolatum,  in  glass 

61  Petrolatum,  in  cases,  boxed.          2 

62  Petrolatum,  in  bbls t       3 

63  Petroleum  tar,  or  residum, 

in  glass  or  jugs,  packed) 
in  boxes,  jackets  or  kegs, 
corks  secured  by  metal 
caps, cement  or  wire  

64  Same,  not  packed, not  taken | 

65  Same,  in  wood 3 

66  Petroleum,  tailings,  in  bbls. 

67  Petroleum,  tailings,  in  tank 

cars 

68  Phenyle  (disinfectant), dry, 

in  boxes  

69  Phenyle  (disinfectant), dry, 

in  bbls.  or  casks 

70  Phonographs    and    attach- 

ments, in  boxes,  crates  or 
barrels 1 

71  Phonograph  stands,  crater 

or  boxed  (C.  L..  mini- 
mum weight  16,000  Ibs.) ..  1 

72  Phosphate  rock 

73  Phosphates  (for  fertilizing 

purpose*!,  in  bags  or  bbls.          4 


3 

6 

6 

Wheat 
tar. 
rates 
Grain 
rates. 

:> 
6" 


889 


[54] 

Classification — Continued . 


p 

L.C.L. 

C.  L. 

P 

L.C.L. 

C.  L 

1  Phosphorus,  only  taken  in 
tins  hermetically  sealed.. 
2  Phosphor  bronze  

r* 

"  "4" 

36£Pipe,  elbows  and  fittings, 
conductor,   galv.  iron  or 
tin,  nested  in  crates 

3 

5 

3  Photographic  albums,  bxd 

1 

37  Pipe,  stove,  loose  or  in  bdls. 

1)1 

5 

4  Photographic  backgrounds 
and    scenery,    crated    or 
boxed,  P.P..  released 

Dll 

37£Pipe,  stove,  crated  
38  Pipe,  stove,  sheet  iron,  cut 
in  shape  for  stove    pipe 

«« 

5 

5  Photographic  cameras,  bxd. 
6  Photographic    dry    plates, 
boxed 

1* 
3 



and  elbows,  packed  flat  or 
nested,  boxed  or  crated.  .  . 
39  Pipe,    water     wooden    or 

4 

5 

7  Photographic     material, 
N.O.S..  

1 

bored  logs  (not  wooden 
or  pump  tubing)  

4 

8 

8  Photo  stands,  boxed  

1 

40  Pipe  fittings,  nickel-plated, 

9  Picking  sticks,  wooden  (for 

in  boxes  or  bbls  

3 

use  in  woolen  mills)  
10  Pickle  or  brine,  in  bbls.  or 
casks 

4 

4 

5 
5 

41  Pipe  stems,  reed,  in  bun- 
dles, boxes  or  barrels  
42  Pipe      tongs      and      pipe 

1 

6 

11  Pickles,  in  glass,  in  boxes, 

wrenches,  iron  or  steel.  .. 

3 

bbls.  or  casks,  O.  R.,  in- 

43 Pipes,  tobacco,  N.O.S 

1 

cluding  chautney,    chow 
chow,  capers,  chili  sauce, 
salad  dressing,  salad  oil, 
catsup  in  glass,  riorence 

44  Pipes,  tobacco,  com.  clay, 
in  boxes  or  barrels  
45  Pipes,  tobacco,  corn  cob,  in 
boxes 

2 
2 

4 
4 

cream,  horse  radish,  pre- 

46 Pitch 

5 

9 

pared  mustard,  olives  and 
all  table  sauces,  N.O.S..  .. 
12  Pickles,  in  wood  or  tin  cans, 
boxed  ;  also  satier  kraut  . 

4 

4 

5 
5 

47  Planes,     jack,    jointer     or 
smooth,  complete  
48  Plane  bodies,  boxed  
49  Plane  bodies           

2 

3 

5 

13  Pickles,  in  tank  cars  to  be 

50  Plane  knives  or  blades.  bxd. 

2 

furnished     by    shippers, 
empty  tanks  to  be  ret.  free 

5 

51  Plants,  in  bales,  N.  O.  S., 
P    P 

\yz 

6 

14  Picture      matting      boards 
(wood  pulp)  in  packages 

2 

52  Plants,  in   boxes  or   bbls., 
N.  O.  S 

l 

6 

15  Pie  preparations,  dry  

4 

5 

53  Plants,  artificial,  in  cases.  .  . 

D  1 

16  Pigeons,    clay,    in   boxes, 
casks  or  crates 

3 

5 

54  Plaster,  adamant  wall  
55  Plaster   calcined 

4 
4 

9 
9 

17  Pigeons,   live,  in  coops  or 

56  Plaster,  land 

5 

10 

crates     

3t  1 

57  Plaster,     land,     medicated 

18  Pigs  feet,  packed  .  . 

4 

5 

(bug  killer),  in  barrels... 

4 

5 

19  Pigs  feet,  pickled      

4 

5 

58  Plaster,  stucco 

4 

9 

20  Pigs  feet,  in  bulk,  owner^to 
load  and  unload 

5 

59  Plaster,  wall,  N.O.S  
60  Plaster    board     or     plaster 

4 

9 

21  Pile  drivers,  K.D  
22  Pile  drivers,  on  their  own 

5 

cloth,  composition,  plain, 
in  packages  

3 

8 

wheels,  actual  wgt.  of  car, 

61  Plasters,  medicinal 

trucks  and  contents  to  be 

62  Plasters,  surgical  

1 

charged  for,  minimum  wt. 
30,000  Ibs 

10 

63  Plaster  paris  
64  Plastico  (wall  finish) 

4 
4 

8 
5 

23  Piles  

4 

Lum'r 
rates. 

65  Plated  goods  or  ware  
66  Plates,  stereotype            .  . 

1 

9 

24  Pillow  sham  holders,  crated 
or  boxed 

67  Plates,  stereotype,  old,  in 
bxs  or  bbls     when  name 

25  Pillows,  N.O.S.  in  pkgs.... 
26  Pillows,  fir,  in  bales  
27  Pimento  

D 



of  article  is  plainly  mark- 
ed on  outside  of  packages 
and  st  ted  in  shipping  re- 

28 Pine,  ground,  in  bales,  bxs  , 

ceipt  and  bill  of  lading 

4 

bbls.  or  casks,  P.  P 

5 

68  Plates   engraving   copper. 

29    Pineapples,  P.  P  

steel  or  zinc,  boxed  

3 

30  Pins,  in  packages  
31  Pins,  tuning,  boxed 

1 

2 

3 

69  Plates,  pie,  paper,   nested, 
in  packages 

3 

32  Pipe,  block  tin,  in  casks  .     . 
33  Pipe,  blow.  galv.  iron,  for 
dust  arresters,  not  nested 
34  Pipe,  blow,  galv.  iron,  for 
dust  arresters,  nested  
35  Pipe,  cement  or  sewer.  .  .  . 
3">iPipe    elbows  and  fittings 

4 

\y* 

3 
4 

5 
5 

5 
10 

70  Plumbago     or      plumbago 
facings,   in   bags,    boxes 
kegs  or  barrels.  > 
71  Plumbago     <  r      plumbago 
facings,  in  casks  
72  Plumbers'  materials.  N.  O. 
S     in  boxes  or  casks 

3 
4 
2 

4 

5 

cond'r  galv,  iron  ortin,  not 
nested,  in  crate*  or  boxes. 
36  Pipe,    elbow  and   fittings, 
conductor,   galv.  iron  or 
tin,  not  nested  .. 

1 

4 
5 

73  Pokes,  animal  

1 

5 

340 


[55] 

Classification —  Continued . 


iL.C.  L.    C.  L. 


L.C.L. 


C.  L. 


1  Poles,  barber,  boxed 

2  Poles,  bamboo  or  cane,  P. 

P.,  in  bundles.   

3  Poles,  bamboo 

3  Poles, sucker  rod,  wooden.. 

4  Poles, telegraph, wooden... 


6  Polishing    compounds    or 

powders,  N. U.S.,  in  pkgs., 
packed  in  cases 

7  Polishing     compound,    in 

cakes  or  bulk,  in  boxes  or 
bbls  

8  Polish, furniture,  in  glass  or 

earthenware 

9  Polish,  furniture,  in    cans, 

boxed  

10  Polish, furniture,  in  wood. 

11  Porcelain  ware, in  boxes.. 

12  Porcelain  ware,  in  bbls.  or 

casks 

13  Post  hole  diggers 

14  Post-office  woodwork, N.O. 

S.,  and  lock  boxes,  S.  L7., 
crated  or  boxed 

15  Post-office    woodwork,   N. 

O.  S.,  and  lock  boxes,  K. 
D., crated  or  boxed 

16  Posts, fence, wooden ,N.O.S 

17  Potash,  N.  O.  S.,  in    cans, 

boxed  

18  Potash,  N.  U.S.,  in  kegs.... 

19  Potash,  N.O.  S.,  in  bbls.  or 

casks 

20  Potash,  bi-chromate  of 

21  Potash;  caustic,    in     cans. 

boxed  or  in  iron  drums. .. 

22  P9tash, chlorate  of, in  bulk,' 

in  kegs  or  bbls 

23  Potash, cyanide  of,  in  cases 

24  Potash,  muriate  of,  for  fer- 

tilizing purposes 

25  Potash  balls   

26  ?9tash  tablets,  chlorate  of, 

in  packages 

27  Pots,  corrosive 

28  Pots,    flower,    earthen,    in 

boxes  or  bbls I 

29  Pots,    flower,    earthen,    in 

crates,  tierces,  casks  or 
hhds 

30  Pots,flower.earthen,  broken j 

in  pkgs.,  P.  P 

31  Pots,  glass  house,  earthen, ! 

securely  crated  or  boxed. 

32  Pots,  glass  house,  earthen, 

broken j 

33  Pots, glue,  iron I 

34  Potters'   pins  and  stilts,  in! 

bbls.  or  hhds 

35  Pottery,  art.  boxed 

36  Pottery,  bric-a-brac 

37  Poultry,  live,  in  coops   or 

crates,  at  the  following 
minim  im  weights  per 
coop  or  crate,  actual 
weight  to  be  charged  for 
when  in  excess  of  the 
minimum  weights;  man 
in  charge  to  pay  full  fare : 


3 
1 

2 
3 
1 

2 
3 

D  1 

2 
4 


3 
5 

Lum- 
ber 

rates 


4 

Lum 
ber 
rate 


3 

2     j 


38  Chickens    or    ducks,  per") 

coop  or  crate: 

39  Size  3x2  feet.  100  Ibs \ 

40  Size  3x4  feet,  170  Ibs 

41  Size  3x6  feet, 250  Ibs 

42  Turkeys  and   geese,  per 

coop  or  crate: 

43  Size  3x2  feet,  100  Ibs )- 

44  Size  3x4  feet,  200  Ibs | 

45  Size  3x6  feet,  300  Ibs J 

46  Poultry,  live,   minimum 

weight  20,000  Ibs.,  (rule  7 
not  to  apply)  man  in 
charge  to  be  carried  free, 
no  free  return  passage  toj 
be  given i 

47  Poultry,  live,  in  live  poultry 

cars,  34  feet  or  less  inj 
length,  same  weight  and 
rate  as  poultry, live, in  car{ 
loads. 

48  Poultry,  live,  in  live  poultry 

cars,  exceeding  34'feet  in 
length,  minimum  weight 
20, 000  Ibs ; 

49  Note.— Detachable  coops  or! 

crates  returned  with  or: 
without  car.  to  be  charged 
for  at  classified  rating  of 
empty  coops  or  crates. 

50  Poultry,  dressed,  O.  R 

51  Poultry  kennels,  K.  D.  flat. 

or  folded  flat,  crated  or1 
boxed  

52  Poultry  or  game,  dressed,  in 

boxes  or  bbls 

53  Powder,  baking,  in    glass, 

packed 

54  Powder,  baking,  N.  (J.  S.... 

55  Powders,  cattle  or  horse,  in 

boxes 

56  Powders,  cattle  or  horse,  in 

bbls 

57  Powder,  common  black  or 

wood,  and  blasting  pow- 
der of  the  same  composi- 
tion, in  fireproof  maga- 
zines or  metallic  kegs,  at 
company's  convenience 
magazines  to  be  forward- 
ed and  returned  free.O.R 

58  Same  in  lots  of  50  kegs  ori 

over 

59  Note.— The    amount    of; 

charges  on  a  shipment  of 
less  than  50  kegs  shall  not 
exceed  the  charges  on  50 
kegs. 

60  Powder,  other   than    com- 

mon black  or  wood  pow- 
der, taken  only  by  special 
agreement. 

61  London  Purple(insect  pow- 

der), in  packages 

62  Powder, insect,  N.  I).  S 

63  Powders,  jelly, in  pkgs 

64  Powder,  meat  preserving, or 

Preservaline.in  packages.! 

65  Powder  toilet,  in  pkgs ; 

66  Powder  flasks,  boxed 

67  Powders,  brass,  bronze,  cop- 

per,metal,  wall  finishing, 
in  boxes 

68  Powders, soap, dry, in  pkgs. 


D  1 


341 


[56] 

Class  if  cat ion — Continued . 


F 

L.C.L. 

C.  L. 

|» 

L.C.L. 

C.  L. 

1  Powders,  washing,  dry.  in 
packages  

5 

6 

48 
49 

Pumps,  brass  
Pumps,  chain  (or  belting) 

2 
2 

4 
g 

2  Presses,  bookbinders,  S.  U  .  . 

1 

50 

Pumps,  copper  

2 

G 

3  Presses,  bookbinders,  K.  D. 
4  Presses,  broom,  S.  U   

2 
1 

6 
6 

51 

Pumps  or  pump  cylinders, 
iron  

3 

Q 

5  Presses,  broom,  K.D.,  crated 
or  racked  
»3  Presses,  cheese  or  lard,  S.U. 

2 
1 

6 
5 

52 
53 
54 

Pumps,  steam  ,  iron  ,  boxed.  . 
Pumps,  tin,  crated  
Pumps,  tin. 

3 

1 

6 

"  '4" 

7  Preses,  cheese  or  lard,  K.D 
8  Presses  cider 

2 
2 

5 
6 

55 
*i6 

Pump  curbs  

2 
3 

6 
5 

9  Presses,    cider,     weighing: 

57 

Punk,  for  fireworks,  in  b'x's 

D  1 

two  tons  and  over  to  each 
complete  press  K.  D 

3 

6 

58 

Purifiers,  water,  other  than 
filters 

2 

Q 

10  Presses,  copying  
11  Presses,  cotton  .  K  .  D.  .  
12  Presses,  hand(fruit  or  vege- 
table), N.O.S.,  in  pkgs.... 
13  Presses,  harness 

2 
4 

9 
9 

4 

6 

5 

59 

Putty  ,  in  packages  
Q 

4 

5 

14  Presses,  printing,  S.  U  

1 

60 

Quicksilver,  in  iron  flasks. 

1 

15  Presses,  printing,  securely 
crated  or  boxed,  or  K.  D. 
in  pieces  

9 

61 
62 

Quicksilver  flasks  
Quills,  goose  and  turkey,  in 
bales,  bbls.,  bxs.  or  crates 

1 

8 

16  Presses,  printing 

6 

63 

Quilts,  bed,  feather  or  down 

D  1 

17  Presses,  seal,  in  boxes,  bbls. 
or  casks. 

64 
65 

Quilts,  bed,  N.  O.  S  
Quoins,  printers    in  boxes 

1 

18  Presses,  tobacco.  S.  U  

1 

6 

or  bbls  

3 

7 

19  Presses,  tobacco.  K.  D  
20  Presses,  veneer,  iron  
21  Presses,  N.  O.  S..S.  U  
22  Presses,  N.  O.  S.,  K.  D  
23  Press  screws,  tobacco  

2 
1 
I 
2 
2 

6 
5 

'"5" 
5 

66 

R 

Racks,  butchers'  meat.S.l"., 

24  Pretzels,  in  bbls.  (C.L..  min- 

crated or  boxed 

1 

imum  weight  20,000lbs.). 
25  Primers.  N.  O.  S  

2 
1 

4 

67 

Racks,  butchers'  meat,  K.D. 
crated  or  boxed  

3 

26  Primers,    high     explosive, 
taken     only    by     special 

68 

Racks,  bag,  postal,  iron,  in 
boxes  

3 

agreement. 
27  Printed    matter,   in    sheets 

69 

Racks,  display,  N.  O.  S.,S. 
U  .,  crated  or  bo  x  ed  

D  1 

boxed  or  in  bdls.,  P.P. 

1 

3 

70 

Racks,  display,  !VJ.  O.  S.,K. 

28  Printers'  chases,  iron,  boxed 
29  Printers'    elastic    composi- 
tion 

9 

3 

7 

7 

71 

D.  ,  crated  or  boxed  
Racks,  feed,  wooden    (for 
live  stock),  S.  U 

1 

3t  1 

30  Printers'    elastic    composi- 
tion rollers,  boxed  

2 

6 
Lum- 

72 
73 

Racks,  hay,  stable,  iron  .loose 
Racks,  roll  paper,  boxed  or 
crated.                   

3 
1 

6 

31  Props  

4 

her 
rates 

74 

Racks,  shoe.S.U.,  crated  or 
boxed          .                

D  1 

32  Prunes,  in  glass,  boxed  
33  Puddings  and  puddine,  in 
glass,  boxed 

1 
1 

3 
3 

75 
76 

Racks,  shoe,  K.  D.,  crated 
or  boxed  
Radiators,  gas  crated  or  bxd 

1 

2 

..„.. 

34  Puddings,  in  cans,  boxed. 

4 

5 

77 

K  adiators,  steam  

3 

5 

35  Puddings,  dry,   in    paper 
packages,  boxed 

3 

78 

Rafters,  green  house,in  bdls 
or  crates 

3 

5 

36  Pulleys,  com  pressed  paper, 
in  packages 

3 

5 

79 

Rafts,  life,  loaded    in    box 
cars,  actual  weight 

y& 

37  Pulleys  sash,  in  pkgs.  .. 
38  Pulleys,  wood  
39  Pulle}'  and  tackle  blocks..  .. 

3 
3 
3 

5 
6 

80 

Rags,  in  bags,  sacks  or  crates 
(C.   L.  minimum  weight 
14,000  Ibs.)  

9 

7 

40  Pulley  wheel  clutches  
41  Pulp  beet  sugar  or  residue, 
in  bulk. 

2 

5 

7 

81 

Rags,  pressed  in  bales(C.  L. 
minimum    weight   20,000 
Ibs.)  

5 

8 

42  Pulp,  mineral 

4 

8'7 

Rattan                              .       . 

1 

3 

43  Pulp,  straw  

4 

g 

83 

Reeds,  N.  O.  S... 

1 

3 

44  Pulp,  wood 

4 

8 

81 

Reels.N.  Q.  S  . 

3 

5 

45  Pumps,  wooden  
46  Pumps  and  tubing  wooden 

3 

9 

85 

Reel  stock  or  stuff,  wooden 
in  the  rough 

6 

mixed  <  ar  loads  

3 

9 

47  Pump  tubing,  wooden  

3 

Lum- 
ber 
rates 

i 

342 

[57] 

Classification  —  Continued. 

K 

L.C.L. 

C.  L. 

R 

L.C.L.    C.  L. 

1  Registers,  hot  air,  iron,  (in- 
cluding     borders      and 
frames  in  packages  
2  Regulators,     natural     gas, 
iron,  crated  or  boxed  
3  Rennet,  in  glass  or  earthen- 
ware,   packed    in    boxes 
or  bbls 

3 
3 

2 
2 

3 
4 
D  1 

5 

3 
3 
8 
8 

49  Root,  ginger 

9 

50  Root,  horseradish,  in  pkgs., 
P    P 

9 

3 

1 
3 

4 
5 
5 

3 

4 

51  Root    Laurel 

52  Root  beer,  in  glass  or  wood 
53  Root  beer  extract,  in  glass, 
packed    
54  Roots,   N.  O.  S.,  P.  P.,   in 
bags  or  bbls  

4  Rennet,  liquid,  in  bbls  
5  Ketorts,  gas,  clay  
6  Retorts,  gas,  iron  
7  Retorts   glass,  in  pkgs. 

55  Roots,  hop,  in  bags 

56  Roots,   hop,    min.    weight 
12,000  Ibs     

4 
4 

8  Retorts,  plumbago  
9  Rice,  rice  flour,  rice  meal 
and  broken  rice 

1 
4 

4 

2 
4 
4 

3 
1 
1 

1 

3 

4 

2 

3 
2 

3 
3 
3 

-3 
3 

3 
4 

2 
4 

3 

5 
Grain 
rates. 

57  Roots,  rice,  in  bales  

2 
4 
1 

5 

4 

2 

58  Rope,  in  coils,  reels  or  pkgs 
59  Rope,  hair 

10  Rice  chaff  or  rice  hulls  (C. 
L.,min.  wt.20.000lbs  
11  Rigging.  in  boxes  or  casks. 
12  R  igging,  loose  
13  Rings,  hog.  in   pkgs  
14  Rivets,    tacks    and    points, 
glaziers' 

60  Rope  or  rag  dust  and  shear 
flocks,  in    bags,  sacks  or 
crates,  C.    L.,    minimum 
14,000  Ibs  
61  Rope  or  rag  dust,  pressed 
in  bales,  C.  L.  minimum 
20,000  Ibs 

7 

8 

5 

5 
5 
4 

15-  Roasters,  coffee  
16  Roasters,  peanut 

62  R  ope  hawsers  
63  Rope  mill  waste  or  sweep- 
ings,   in    bags,  sacks    or 
crates       .  .           .  . 

17  Robes,  cloth,  incases  
18  Rockers,     iron,    for     soda 
water  drums  

5 

4 
3 

6 
6 
6 

6 
5 

5 

6 

"e" 

5 

7 
8 

'"e" 

5 
5 
8 
9 

9 
9 
9 

64  Rope  mill  waste  or  sweep- 
ings, pressed  in  bales.... 
65  Rosin  
66  Rosin  oil  orgrease,in  wood 
67  Rubber,  in  sheets  
68  Rubber,  crude  
69  Rubber  couplings. 

4 
4 
1 
3 
2 

'"&" 
8 
4 


19  Rods,  iron  or  steel,  brass  or 
copper-covered,  in  pkgs.. 
20  R  ods,  stair,  in  pkgs  
21  Roller  bearings,  for  wagon 
or  carriage  axles  

22  Rollers,  garden  or  lawn  — 
23  Rollers,  field,  C.  L..  min. 
20.000  Ibs        . 

70  Rubber  fruit   jar  rings,   in 
packages 

3 
1 

1 
D  1 

•> 

4 
4 
1 

1 
1 
1 

0 

D  1 

D! 

5 
3 

4 

24  Rollers,  land,K.  D  

71  Rubber  goods,  N.  O.  S..... 
72  Rubber  heels  and  soles  for 
boots  and  i?hoes,  in  bxs.  .. 
73  Rubber  rollers,  for  clothes 
wringers,  not  boxed  
74  Rubber  rollers,  for  clothes 
wringers,  bxd.  or  crated.. 
75  Rubber  scrap  (C.  L.,  min. 
weight  15,000  Ibs 

25  Rollers,  road,  iron 

26  Rollers,  road,  steam,  min. 
wt.  10,000  Ibs  each  
27  Rollers,  wooden,  N.  O.  S    . 
28  Rollers,    wooden,    for    in- 
clined planes. 

4 
4 

8 
5 

29  Rolls,  iron  
30  Rolls,  iron  or  steel,  rubber 
or  com  p.  covered,  bxd  
31  Rolls,  iron,  for  roller  mills.. 
32  Roofers'   material  and  im- 
plements, in  mixed  lots.. 
33  Roofing  and  siding  canvas. 
34  Roofing,  cement  and  gravel 
35  Roofing,     iron    or   tin,    in 
boxes,  bundles  or  rolls  
36  Roofing,  iron  or  tin 

76  Rubber  springs 

77  Rubber  stamps,  boxed  
78  Rubber    substitute    (vege- 
table oil  fibre),    in    bags 
or  sacks.      .  '.. 

...„. 

5 

79  Rubber    tires,    N.    O.    S., 
crated  or  boxed  
80  Rubber  tires  (solid  rubber). 
81  Rugs,  oriental,  boxed  
82  Rugs,  oriental,  not  boxed, 
not  taken. 
83  Rules,  wooden.  in  boxes.... 
84  Rushes,  swamp,  in  bundles 
or  bales  (C.  L.,  min.  wt. 
16.000  Ibs 

-37  Roofing,  metal,  N.6.  S.... 
38  Roofing,  N.  O.S    

4 
4 
4 

4 

A 

3 
4 
2 

4 

3 

39  Roofing  composition  
40  Roofing  felt  or  paper  

41  Roofing  paper,  asbestos   in 
rolls  or  cases  
42  Roofing,  slate,  loose 

85  Rustic  work,  not  boxed  
86  Rustic  work,  boxed  
87  Rve,    roasted,   in    bags    or 
barrels  

S 

43  Roofing,  slate,  in  pkgs  
44  Root,  arrow  in  boxes  
45  Root,  canaigre,  for  tanning 
purposes,  in  boxes,  bbls. 
or  sacks. 

6 

46  Root,  canaigre,  for  tanning 
purposes     

8 

47  Root,  chicory,  in  bags,  bxs. 
or  bbls  .'  
48  Root,  chicory.  .. 

3 

5 

343 


[58] 

Classification — Continued . 


s 

L.C.L. 

C.  L. 

s 

L.C.L. 

C.  L. 

1  Sad  irons,  in  bbls  or  boxes. 
2  Safes,  bread,  cheese,  meat 
or  milk 

4 
3 

5 
6 

48  Saws,  portable  steel  rail,  on 
own  wheels,  actual  wgt.  of 
car,  trucks  and    contents 

3  Safes,  preserves,  S.  U  
4  Safes   preserve  K.    D 

1 
g 

to  be  charged  for,  min. 
weight  60  000  Ibs 

10 

5  Saggers,  loose 

3 

6 

49  Scabbards,  boxed  

1 

6  Saggers,  packed  in  boxes, 
bbls.  or  casks 

4 

6 

50  Scales,  automatic  weighing, 
boxed  

2 

4 

7  Sagger    shards,    in    boxes, 

4 

6 

51  Scales.  N.  O.  S.,  and  scale 
beams.. 

9 

5 

8  Sagger  hards,  loose,  L.  C., 
not  taken 

52  Scales,    Hopper,    portable, 
K.  D.,  boxed 

9 

5 

9  Sails,  in  bundles  or  bales 

1 

53  Scales,  Hopper,  stationary, 

10  Sal  Ammoniac 

3 

5 

K     D        

3 

5 

11  Saleratus  
12  Sal  Soda 

4 
4 

5 
5 

54  Scales,     portable    platform 
(with  or  without  wheels), 

13  Salt    in    glass   or   earthen- 

K. D.,  boxed 

2 

5 

ware,  packed  in  boxes  or 
barrels 

4 

55  Scales,    wagon     or    track, 
K     U               . 

3 

5 

14  Salt  in  boxes  or  sacks. 

4 

56  Scales,  warehouse  platform, 

15  Salt    in  barrels 

5 

stationary,  K.  D  

3 

5 

16  Salt  . 

Salt 
tariff 

57  Scale  beams  and  wgts.,  bxd. 
58  Scale  boards,  in  bundles.  . 

3 
3 

5 

rates 

59  Scale  boards. 

6 

17  Salt   bricks    or   rollers    (for 
animals),  in  pkgs 

^ 

6 

60  Scientific  apparatus,  N.  O. 
S.,  packed  in  bxs.  or  bbls 

1 

18  Salt,  bromide  of,  in  bbls.... 
19  Salt  cake 

4 

5 
6 

61  Scoops,     combined     wood 
and  iron  or  tin  ,  in  crates, 

20  Salts  aniline  in  boxes 

2 

4 

boxes  or  barrels. 

3 

5 

21  Salts,  aniline,  in  kegs.  bbls. 
or  casks  

3 

4 

62  Scoops,    feed   wooden,    in 
bundles,  crates  01  boxes. 

2 

5 

22  Salts,  epsom  or  glauber,  in 
boxes    kegs  or  bbls 

4 

6 

63  Scoops,  potato  or  corn,  in 
bundles. 

3 

23  Salts,  nickel,  in  boxes,  kegs 
or  barrels 

3 

64  Scoritiers,  earthen,  in  bbls. 
or  hhds 

4 

5. 

24  Salts,  rochelle,  in  boxes  or 

kegs  . 

1 

5 

65  Scrapers,  boiler  flue,  iron  01 
steel,  in  boxes.           

3 

25  Salts,  rochelle,  in  bbls  

2 

5 

66  Scrapers,  broom  corn   

1 

26  Saltpetre  
27  Sand  or  gravel,  bird,  in  pkgs 

4 
4 

5 

67  Screenings,  bone  black  
68  Screenings,  grain,  same  as 

2 

6 

28  Sand,  in  bags  or  bbls  

5 

10 

gr.  from  which  screened 

29  Sand.        ... 

10 

69  Screens,  N.  O.  S 

1 

7 

30  Saratoga  chips,  in  bbls.  or 
boxes  

1 

70  Screens,  bamboo,  crated  or 
boxed 

D  1 

31  Sash  or  doors,  if  glazed  with 
<rlass     other    than     with. 

71  Screens,  coal,  foundry    or 
sand 

2 

6 

common    window    glass 

72  Screens   revolving  coal 

2 

released  (min.   wt.  20,000 
Ibs  )  

9 

5 

73  Screens,  wire,  door  or  win- 
dow, in  bundles,  boxes  or 

Lum- 

crates   

3 

32  Sash,  N.  O.  S  

4 

ber 

74  Screens,  wire,  door  or  win- 

33 Sash,      glazed       (common 
glass  t  ,  crated  

4 

rates. 

dow,  min.  wt.  20,000  Ibs.  .. 
75  Screen  material,  perforated 
iron  or  steel          

3 

7 
5 

34  Sash,      glazed       (common 

4 

Lum- 
ber 

76  Screws    bench    and    hand, 
iron  or  wood  boxed 

3 

glass  .1,  released  
35  Sauce,  celery 

4 

rates. 

77  Screws,   bench    and    hand, 
iron  or  wood 

5 

3*>  Sauce,  tomato 

4 

5 

78  Screws    bench    and    hand 

37  Sauer  Kraut,  in  wood  
38  Sausage  casings,  in  pkgs  
39  Sawdust      .    .  ' 

4 
4 
4 

5 

8 
10 

iron  or  wood,  in  bundles. 
L.  C.  L.,  not  taken. 
79  Screws   brass 

3 

4 

40  Saws,  loose  
41  Saws,  on  boards 

«« 

80  Screws,   copper  
81  Screws  iron,  in  bxs.  or  kegs 

3 
4 

4 
5 

42  Saws,  boxed  

43  Saws,  buck,  in  bundles 

2 
j 

82  Screws,    nickel    or    silver- 
plated,  in  packages    ....* 

2 

44  Saws,  buck,  in  crates  or  bxs  . 
45  Saws,  circular,  with  frame 

\yz 

83  Screws,  steel,  in  boxes  
84  Screws,  steel  

4 

""5" 

46  Saws,  circular,  completely 
boxed..                 .   .. 

2 

85  Scuttles,  coal,  iron  (not  coal 
vases)                             .  . 

2 

5 

47  Saws,     drag,      with     horse 
power  .... 

2 

86  Sealing  wax.  N.  O.  S  

1 

344 


[59] 

Classification — Continued. 


- 

L.C.L. 

C.  L. 

S 

L.C.L. 

C.  L. 

1  Seals,'  car,  clay,  lead  or  tin, 
in  boxes  or  bbls 

4 

5 

44  Shells,  conch,  in   boxes  or 
bbls  . 

2 

4 

2  Seeds,  N.  C).  S  .. 

1 

3 

45  Shells,     egg,    crushed,    in 

3  Seed,  alfalfa.. 

3 

6 

packages  . 

3 

7 

4  Seed,  annato  
5  Seed,  bird,  in  packages 

4 

3 

46  Shells,  nut,  ground,  in  bags 
or  bbls 

3 

6  Seed,  brootn  corn  

3 

6 

47  Shells,   nut  

5 

7  Seed,  canary,  in  bags  
8  Seed,  cane  or  rape  
9  Seed,  caraway,  anise,  poppy 
and  fennel 

3 

3 

1 

5 
6 

3 

48  Shells,  oyster,  clam  or  mus- 
sel   
49  Shells,  oyster,  clam  or  mus- 
sel, ground,  in  paper  bags 

4 

10  Seed,  clover,  red  top  or  tim- 

or boxes.     .  .               

3 

7 

othy     .  . 

3 

6 

50  Shells,  oyster  clamoi  mus- 

11 Seed,  cotton,  flax  or  linseed 

12  Seed,  cotton,  flax  or  linseed 
may    be   taken     in    bulk 

3 

Wheat 
tar.  r'ts 

sel,  ground,  in  burlap  or 
cotton  bags,  bbls.  or  casks 
51  Shells,  pearl,  in  bags,  boxes 
or  bbls  ... 

4 
2 

7 
4 

when    cars   are    securely 
lined  by  and  at  the  ex- 
pense of  the  shipper 

Wheat 
tar.  r'ts 

52  Shells.  sea,  N  .O  S.in  boxe's 
or  bbls  
53  Shingles   metal 

A 

5 

13  Seed,  decorticated  cotton, 
in  bags,  boxes  or  bbls 

3 

5 

54  Ship  knees  
55  Ship  stuff,   in  bbls.  or  sacks 

j 

7 

14  Seed,   foeungreek  
15  Seed,    garder      .  .. 

3 
3 

5 
5 

56  Ship  stuff  

Grain 
rates. 

16  Seed   grass  or  orchard 

? 

5 

57  Ship  stuff,  in    bulk,    15  000 

17  Seed,  hemp,  Hungarian  and 
millet.. 

3 

6 

Ibs.  and  over  
58  Ship  stuff,  in  sacks,  2  000  Ibs. 

5 

18  Seed,  locust  

1 

3 

or  over  (same  as  flour). 

19  Seed,  mustard,  in  bags,  box- 
es, bbls.  or  casks  
20  Seed,  osHge  orange 

2 
2 

5 
4 

59  Ship  stuff,  in  bulk,  less  than 
15,000  Ibs.,  not  taken. 
60  Shoddy,  in   bags,   sacks  or 

21  Seed,  pumpkin 

3 

5 

crates 

9 

22  Seed,  sunflower  
23  Seed,  sugar  beet 

3 
3 

6 
5 

61  Shoddy,  in  machine  pressed 
bales 

3 

24  Seed     cases    or    cabinets, 
wrapped,  crated  or  boxed 

62  Shoddy  (Rule  7  not  to  ap- 
ply), min.  wt.  12,  000  Ibs 

7 

(C.L.,tnin.wt.  16,000  Ibs.) 
25  Seed,   wheat,   rye,  barley. 

1 

3 

63  Shoe    button  fasteners,    in 
packages  . 

1 

corn    and  oats,    same  as 
grain. 
26  See-saws  K.  D.,in  pkgs 

1 

64  Shoe  dressing,    in   glass  or 
earthenware,    packed    in 
boxes  or  barrels 

1 

4 

27  Shade  cloth.  N  U.S.,  boxed 
28  Shade  cloth,    plain,    uncut 
and  undecorated,  in  bales 

1 

65  Shoe  dressing,  in  tin,  boxed 
66  Shoe  and  leather   findings, 
N".  C).  S..in  packages  

3 
1 

4 

or  boxes 

3 

67  Shoe  shanks,  iron  or  steel, 

29  Shade  fixtures  N  (J.S.crat'd 

in  packages 

3 

or  boxed     

2 

4 

68  Shoe     shanks,  wooden,    in 

30  Shade  rollers   in   bundles 

3 

5 

packages    . 

2 

31  Shade  rollers  and  end  fix- 

69 Shoes  and  boots    in  boxes 

1 

tures  for  same,  in   boxes 
32  Shade  slats,    in   bundles  or 
boxes 

3 
3 

5 

5 

70  Shoes  and  boots,  felf,  in  bxs 
71  Shocks,  bbl.cask.hhd.ortnk 

72  Shorts,  in  bbls.  or  sacks 

1 
4 
5 

'"9" 

33  Shale  for  road  making 

softc'al 

73  Shorts.. 

Grain 

34  Shavings,  brewers'  or  chips 
35  Shavings       prepared      (for 

3 

rates. 
10 

74  Shorts,  in   bulk    15,000   Ibs. 
and  over 

5 

rates. 

purifying  gas),  in  sacks.. 
36  Shavings,  vinegar  or  chips 
37  Shavings,    wood,    in   bales 
(C.  L.,  minimum   weight 
20.000  Ibs  
38  Shavinsrs,    wood,    in   bulk, 
minimum    weight   20,000 

3 
3 

4 

6 

10 

10 

75  Shorts,    in   bulk,    less  than 
15,  000  Ibs.  not  taken. 
76  Shorts,  in  sacks,  2.  000  Ibs  or 
over  (same  as  flour.) 
77  Shot,  in  bags.   N.O.S...;.. 
78  Shot  in  double  bags  
79  Shot,  in  kegs  

2 
4 
4 

5 
5 
5 

Ibs  . 

10 

80  Shot  and  bullets,  in  boxes. 

4 

5 

39  Sheep  dip,  liquid  or  pow- 
'     clered.  in  packages  
40  Shells,  block,  wood 

3 

4 

6 

81  Shot,  iron,  chilled,  in  double 
bags,  boxes.  kegs,  bbls.  or 
casks.          .     ...            .   .. 

4 

5 

41  Shells,    cartridge,     brass, 
empty 

1 

82  Shovels  and  spades,    with 
wooden  h'dles,  in  bundles 

2 

3 

42  Shells,     cartridge,     paper, 
empty  
43  Shells  cocoa,  in  packages.. 

1 
4 

'"&" 

83  Shovels,  scoop,  with  wood- 
en handles,  nested  in  bdls 

. 

2 

3 

345 


[60] 

Classificatian — Continued . 


L.C.L 


C.  L. 


iL.c.rJ  C.L. 


1  Shovels,  snow,  wooden,  in 

bundles  or  crates,  (C.  L. 
minimum  wt.  20,  000  Ibs).. 

2  Show  cases   and   cabinets, 

boxed  ...................... 

3  Show  case  bases  and  roofs, 

crated  or  boxed  ..........  j 

4  Show  case  frames,  boxed  .  . 

5  Show  case  stuff,  wooden,  in 

the  white,  K.D.  in  bundles 
or  crates  ................... 

6  Shuttles,  wood  or  iron  ..... 

7  Sieves  and  flour  bins,  com- 

bined tin,  crated  or  boxed! 
(C.  L.,  min.  wt..  12,  000  Ibs)  j 

8  Sieves  and  flour  bins,  com- 

bined, wooden,  wrapped, 
crated  or  boxed,  (C.  L. 
min.  wt.,  12,000  Ibs)'  ...... 

9  Sieves  or  riddles,  not  nest- 

ed, loose  or  in  bundles  ____ 

10  Sieves  or  riddles,  nested  in 

bundles  ....................  I 

11  Sieves  or   riddles,   nested,  j 

crated,  or  boxed  .......... 

12  Sieves  or  riddles(C.L.,min.| 

wt.  i'2,000  Ibs)  .............  ! 

13  Sieve  or  riddle  rirns,  in  bdls 

14  Sieve  or  riddle  rims  (C.  L..  | 

minimum  wt.  12,000  Ibs).. 

15  Sieve  or  riddle  rim   hoops, 

coiled  ......................  I 

16  Signs,  sheet  iron,    zinc    or 

steel,  mounted  on  frame, 
twoormoreclet'd  togeth  r 

17  Signs,  N.O.S.,  boxed  ...... 

18  Signs,  glass,  boxed  ........ 

19  Signs,  iron,  boxed  ......... 

20  Signs,  paraffine.  in  pkgs-.. 

21  Signs,  tin,  boxed  .......... 

22  Signs,  wire  .................. 

23  Signs,  wood.  P.  P  .......... 

24  Signs,  wood,  in  bundles(not 

to  exceed  12  ft  in  length) 

25  Signs,  cloth,  in  bundles 

26  Sjgn  stand,  (sidewalk)  S.U. 

27  Sign  stands,  (sidewalk)  K.D 

28  Silesian,  white  ........ 

29  Silex,   N.O.S  ...............  | 

30  Silex,  in  bbls.  or  casks  .... 

31  Silica,   N.O.S  .............. 

32  Silica,  in  bbls  or  casks  ...... 

33  Silicate  solution,  in  bbls..  .. 

34  Silicate     solution,    in   tank 

cars  to  be  furnished  by 
shipper,  min.wt.24.0001bs 
empty  tanks  returned  free! 

35  Silk,    raw,    in   bales,  taken  I 

only  by  special  agreem'ntj 

36  Sinews  ......................  I 

37  Sinks,  stone  or  earthenware 

38  Siphons,  iron   or  steel,  for, 

flushing  sewers  ...........  i 

39  Siphons,     mineral      water,, 

glass,  in  packages  ........  i 


2 
Dl 

Dl 

1 


Dl 


1 
1 
1 
3 
1 

Dl 
1 


40  Sisal 

41  Sizing 

42  Skates,  ice  or  roller,  boxed 

43  Skeletons,  boxed 

44  Skewers,    wooden,  in  bbls 

or  boxes 

45  Skewers,  wooden j 

46  Skins,  chamois,  dressed,  in 

cases I 

47  Skins,  kid,  in  cases j 

48  Skylightframes,  iron  glazed; 

or  unglazed.  (C.  L.  min.  ! 
weight,  10. 000  Ibs) 

49  Slag i 

50  Slate  counter  tops,  boxed . . 

51  Slate  curbing,  fencing   and 

paving 

52  Slate  dust  and  scrap 

53  Slate,  ground,   in  bags....! 

54  Slate  lintels,  window  sills,  j 

copings,  stairways,  floor! 
tiles,  and  ridge  poles | 

55  Slate  or  stone  slabs, same  asj 

marble,  released i 

56  Slates, school,  shaved, loosel 

57  Slates,  school,  N.O.S I 

58  Slates,  silicate,    boxed 

59  Sleeping  car    diaphragms,: 

folded,  flat,  in  bundles,! 
bales  or  crates ! 

60  Smalts,   painters',   same  asj 

paints. 

61  Smokestacks,  locomotive.; 

62  Smoke  stacks.  N.O.S.,cut| 

in  sections,  loaded  in  boxj 
cars ; 

63  Smokestacks,  cast  iron,  K.| 

D.,in  pieces 

64  Smoke     stacks,     requiring) 

flat  or  gondola  car.  min.! 
weight  4,000  Ibs.  each....; 

65  Smokestacks j 

66  Snow    plows,    railroad,    on 

own  wheels,  weighing 
100, 000  Ibs.  each,  or  under.! 
actual  wt.  of  car,  trucks! 
and  contents  to  bech'rgdj 
for.  m  in .  wt.60,0001bs.,man  | 
in  charge  carried  free 

67  Snow  plows,    railroad,    on 

own  wheels,  weighing 
over  100,000  Ibs.each.taken 
only  by  special  agreem't. 

68  Snow  sweepers,   street  Ry  : 

69  One  snow  sweeper,  loaded 

on  flat  or  gondola  car, 
min.  wt.  8,000  Ibs 

70  Two  snow  sweepers,  load- 

on  one  flat  orgondola  car 

71  Three  snow  sweepers  load- 

ed on  one  flat  orgondola 
car,    min.  wf.  30,000  Ibs. 

72  Snuff,  in  packages 

73  Soap,  in  packages 


3t  1 


3 

:soft  c' 

I  rates. 
4 

10 
10 


10 


346 


[61] 

Classification — Continued. 


L.C.L.    C.  L. 


L.C.L.    C.  L. 


1  Soap,  soft !         5 

2  Soap, extract,  dry  in  pkgs..|         5 

3  Soap,  extract,  liquid,  in  bot- 

tles, packed  

4  Soap, extract, liquid,  in  bbls          5 

5  Soap, stock,  N.  U.  S 3 

6  Soap  stone 4 

7  Sod  cutters 2 

8  Sod,  in  rolls  or  pkgs 4 

9  Soda, ash 4 

10  Soda,  bi-carbonate  of 4 

11  Soda,  bi-cromate  of 3 

12  Soda.bi-sulphite  of,  in  bbls.          4 

13  Soda,caustic,in  pails  ortubs          4 

14  Soda,  caustic,  in  cans,  bxd  . .  4 

15  Soda, caustic,  in  bbls.  or  iron 

casks    4 

16  Soda,  crystal  carbonate  of,  i 

in  bbls.  or  casks 3 

17  Soda, dry,  N.  O.  S 3 

18  Soda,  hypo-sulphite  of,  in! 

kegs  or  bbls 4 

19  Soda,  nitrate  of 4 

20  Soda, silicate  of  i         4 

21  Soda,  sulphate  of  . 4 

22  Soda  water,  in  iron  or  steel 

drums 

23  Soda  water  drums,  iron  or 

steel,  empty t 

24  Soda  water,  in  glass,  boxed .  i         3 

25  Soda  water  generators,  S.UJ         1 

26  Soda  water  generators,K.D.          2 

27  Sodium  phosphates,  in  bxsJ 

bbls.  or  casks 4 

28  Solder,  braziers',  in  boxes,  I 

kegs,  or  bbls 3 

29  Solder.N.  U.S '         4 

30  Soldering  coppers,  boxed . . ! 

31  Soldering  fluid  or  solder- 

ine,  in  carboys 1 

32  Soldering  fluid  or  solder- 

ine.  in  cans,  bxd  or  crated 

33  Soldering  fluid,  in  kgs.  or 

bbls 3 

34  Solvent 5 

35  Soups  and  broths,  in  glass, 

packed : 1 

36  Soups  and  broths,  in  cans, 

boxed .' 4 

37  Soups,  dry,  in  paper  p'kgs., 

boxed 4 

38  Spark  arresters,  N.  O.  S  ....        Dl 

39  Speaking  tubes,  tin ,  bxd I 

40  Spelter ! 

41  Spermaceti i 

42  Sphagnum, in  packages I 

43  Soice.N.O.S 

44  Spice  meal  or  mixtures | 

45  Spindles, loom,  boxed 3 

46  Spinning  wheels Dl 

47  Spoke  drivers i          1} 

48  Sponges,  packed I      Dl 

49  Spools, advertising,  box.ed.          1} 

50  Spool. paper, wood, empty. 

51  Spools,  paper, iron, empty  . 

52  Spools,  wooden, in  pkgs  . .. 

53  Spool  carriers,  crated  or  bxd 


54  Spool  heads,     wooden,  in 

the  rough, in  bags, crates, 
boxes  or  bbls 

55  Spool  wood,  in  bundles 

56  Spoons,  tinned     or  tinned 

iron,  boxed 

57  Spoons     and     fish     tongs. 

wooden ,  in  packages 

58  Sportsman's  glass  balls,  in 

boxes  or  bbls 

59  Sprayers,  knapsack 

60  Springs,    cushion,     woven 

wire  (not  coiled)  pressed 
flat,  in  packages 

61  Springs,    cushion,     woven 

wire  (not  coiled),  N. U.S., 
in  packages 

62  Springs,  iron  or  wire,  coiled, 

including  wire,  mattress 
springs, in  bundles 

63  Springs,  iron  or  wire,  coiled, 

including  wire  mattress 
springs,  in  bbls..  boxes  or 
casks  

64  Springs,    organ,    steel,    in 

packages 

65  Squibs, miners', in  boxes... 

66  St.  John's  bread  or  honey 

beans 

67  Stage  scenery  

68  Stains  or  colors,  mortar,  m 

kegs,  bbls.  or  casks 

69  Stains,  furniture   or  wood, 

in  tin  cans, crated,  boxed 
or  packed  in  bbls 

70  Stain, furniture  or  wood,  in 

kegs,  half-bbls  or  bbls .... 

71  Stain,  leather,  in  wood 

72  Stair  pads  or  filling,  in  bales 

73  Stakes,  cane,  plant,  in  bund- 

les or  crates 

74  Stalks, sugar  cane 

75  Stamped  ware,  1  ose 

76  Stamped    ware,    in    crates, 

boxes  or  bundles 

77  Stamped   ware,    nested    in 

boxes  or  bundles 

78  Stamps    or  seals  hand,   in 

packages 

79  Stanchions, cattle.  S.  U 

80  Stanchions, cattle, K.  D.,  in 

bundles 

81  Stands,  bamboo,  umbrella. 

crated  or  boxed 

82  Stands,  earthenware,    u  m  - 

brella,  crated  or  boxed  .  .. 

83  Stands, flower  pot,  iron,  K. 

D.,  boxed 

84  Stand«,flower  pot.wire.S.  l:. 

85  stands, flower  pot,  wire,  K. 

D.,  boxed i 

86  Stands,  flower  pot.  wooden, 

S.  U  ,  wrapped,  crated  or 
boxed  

87  Stands, flower  pot. wooden, 
.  K.  D  .flat. crated  or  bxd.. 

88  Stands, fruit, P.  P 


2 
Dl 


4 
3 
1 

i* 

Dl 


3tl 


Dl 


347 


[62] 

Classification — Continued . 


.  s 

L.C.L. 

C.  L. 

S 

L.C.L. 

C.  L. 

1  Stands,  wooden,  umbrella, 
wrapped,  crated  or  boxed. 
2  Stands,  umbrella,  N.  O.  S., 
crated  or  boxed  
3  Starch,  in  sacks,  bxs  or  bbls. 
4  Starch,  ground,  in  bbls  

V/2 

IH 

4 
4 

'"«" 

6 
6 

30  Stone,  crushed  
31  Stone,    planed    or   sawed, 
dressed  or  rough  dressed, 
for  building  purposes,  N. 

32  Stone,  pumice,  ground   or 
unground 

4 

4 
4 

10 

9 
5 

6  Stationery,  N.  O.  S  
7  Statuary    bronze  or  metal, 

1 

33  Stone  or  rock,  paving,  bi- 
tuminous 

5 

10 

packed  in  boxes,  bbls.  or 

34  Stone,  rotten  

4 

5 

casks,  net  invoice    value 
not  to  exceed  $oO  per  pkg. 
to  be  so  expressed  in  ship- 

1 

35  Stone,    rough,    undressed, 
sawed,  flagging,  curbing, 
paving  or  rubble  
36  Stone  boats 

5 

4 

10 
6 

8  Statuary,  bronze  or  metal, 
packed  in  boxes,  bbls.  or 
casks,    net  invoice  value 
exceeding  $50  per  pkge., 

37  Stones,  L.  C.  L..   requiring 
flat  or  dongola  car,  mini- 
mum   weight     4,000     Ibs 
each    

1 

10 

to    be    so    expressed    in 

38  Stones,  curling,  in  cases  
39  Stones  emery  boxed 

4 
2 

"  "4" 

per  

Dl 

! 

40  Stones,  flattening  (for  glass 

9  Statuary,  bronze  or  metal, 
when  net  invoice  value  is 

factories),  securely  crated 
or  boxed  

3 

5 

41  Stonew,  lithographic 

2 

receipt    by    shipper,   not 
taken. 
10  Statuary,  church,  plaster  or 
terra  cotta   boxed 

| 

42  Stones,  mill,  finished  
43  Stones,  mill,  rough  
44  Stones,  oil,  in  boxes  or  bbls. 
45  Stones,  sand,  whet 

4 
2 
3 

6 
6 
3 
3 

11  Statuary,  marble  or  granite, 
valuation  restricted  to  40c 

1 

46  Stones,  scvthe  
47  Stones,  whet.  N.O.S.,  in  bxs 
48  Stoneware,  loose 

3 
3 
1 

3 
3 

12  Statuary  N.  O.  -> 

Dl 



49  Stoneware,  N.  O.  S.,  in  bulk, 

13  Staves,  barrel  shocks,  head- 
ing, hoop  poles,  hoop  and 
stave  bolts      

4 

- 

g 

to  be  loaded  by  shipper 
and    unloaded     by    con- 
signee,   U.  R.  B.  or  re- 

leased 

4 

5 

ment,  N.  O.  S.  

3 

4 

50  Stopper  heads,  for  blast  fur- 
naces, in  bbls 

4 

boxed  

2 

51  Stoves,  ranges,  furnaces,  fur- 

16 Steam    shovels,     on     own 
wheels,  actual  weight  of 
car,  trucks  and  contents  to 
be  charged  for,  minimum 
weight  30  000  Ibs     man  in 

nace  castings,  grate  bars 
and  castings  and  rocking 
grates;  also  stove  plates 
and  stove  furniture  if  ship 
ped  with  stoves 

1^ 

charge  carried  free  no  free 

52  Same,  released         •        .  .. 

3 

5 

return  passage  to  be  given 
17  Steam  shovels  N    O  S 


2 

10 

5 

53  Same,  in  lots  of  12,  000  Ibs.  or 
over,  icleased                 .... 

4 

18  Steam    tables     and     steam 
table  closets  S.  U 

Dl 

54  Stoves  of  all  kinds,  in  strai't 
ior  mixed  car  loads  

5 

19  Steam    table-    and     steam 
table  closets,  crated 

] 

55  Stoves,  alchohol,  gasoline, 
gas,  oil,  vapor,  or  sheet 

20  Steam  yachts  and  launches, 
loaded  in  box  cars  (C.  L., 

iron,  camp  and  fixtures,  O. 
R  

2 

5 

minimum    weight   20,000 
Ibs.)  

4tl 

6 

56  Stoves,  laundry    and  drier 
combined,   K.   D.,  boxed 

21  Stearine,  in  sacks,  bbls.  or 
tierces  

5 

or  crated  
57  Stove    boards,    coal    hods, 

3 

22  Steel  (see  iron). 
23  Steelyards,  boxed  
24  Steel  waste  or  fibre  (for  pol- 
ishing purposes),  in  bales 
25  Stereotype    backing    com- 
pound, in  packages... 
26  Sterilizers,    tin,    empty,  or 

3 
2 

4 

5 
7 

zinc,  sheet  iron,  stove  pipe 
and  elbows,  may  be  loaded 
with  stoves,    N.  O.  S..  in 
car   loads,    at   fifth    class 
rates. 
58  Stove  boards  
59  Stove  carriers  and  lifters,  in 
bbls.  or  boxes              .   ... 

3 
3 

5 

1 

60  Stove  gas   in  wood 

3 

5 

27  Stills,  copper,  iron  or  tin  
28  Stilts,  wooden,  in  bundles, 
crates  or  bbls  
29  Stone.  artificial..  . 

Dl 

3 

3 

6 

8 
9 

61  Stove  linings.  loose  
62  Stove  linings,  in  bundles  .  .  . 
63  Stove    linings,  in  bbls.  or 
boxes... 

1 

3 

4 

5 

5 

5 

348 

[63] 

Classification —  Continued. 


L.C.L.  c.  L. 


L.G.L.    C.  L 


1  Stove    mats,    asbestos,    in 

boxes  or  bbls 

2  Stove  ovens,  tin,  sheet  iron 

or  steel,  N.O.S.,  crated  or 
boxed  

3  Stove  ovens,  tin,  sheet  iron 

or  steel,  N.O.S.  (Rule  7 
not  to  apply) 

4  Stove  ovens,  sheet  iron  or 

steel,  K.  D.  flat,  crated  or 
boxed  

5  Stove  pipe  elbows,  corru- 

gated or  other,  loose 

6  Stove  pipe  elbows,  corru- 

•  ^ated   or  other,  securely 
wired  together,  in  bdls  .. 

7  Stove  pipe  elbows,  corru- 

gated or  other,  crated 

8  Stove  pipe  elbows,  corru- 

gated or  other.  (Rule  7 
not  to  apply) 

9  Stove  pipe  thimbles,  pckd. 

in  boxes  or  bbls 

10  Stove    polish,   in   glass   or 

earthenware,  packed  in 
bbls.  or  boxes 

11  Stove  polish,  N.O.S 

12  Stove  putty  or  cement,  in 

kegs,  half -bbls.  or  bbls. .. 

13  Stove  shovels  and  pokers, 

fire, iron,  N. U.S.,  in  pkgs. 

14  Stove  trimmings   or  orna- 

ments, in  boxes  or  bbls. . . 

15  Straw,  N.O.S.,   pressed    in 

bales  (C.L  ,  min.  weight 
20,0001bs).  (Rule  7  not  to 
apply) 

16  Fire   sets   (shovel,    tongs, 

poker  and  holder,  in  pkgs. 

17  Strawboard,  N.O.S 

18  Strawboard,  corrugated,  in 

packages 

19  Straw    bottle    covers,    flat, 

boxed,  C.  L,.,  minimum] 
20,000  Ibs 

20  Straw  braid I 

21  Straw  goods,  N.O.S 

22  Stretchers,  carpet,  boxed..] 

23  Stretchers,  clothes  line,  in' 

crates  or  boxes ' 

24  Stretchers,  fence  wire,   irr 

bdls.,  boxes  or  bbls 

25  Stretchers,    lace    curtain, 

wooden,  K.  I)  ,  in  bdls.. 

26  Stretchers  or  litters,  K.  D. 

or  folded  in  bdls  ,  crates 
or  boxes 

27  Stretcher  stock  

28  Stretchers, trousers, boxed.. 

29  Strips,  weather,  in  bdls.... 

30  Strips,  weather,  boxed. 

31  Strops,  razor,  boxed  . . . 

32  Stuffers,  sausage,  S.  U. 

33  Stuffers,  sausage,  K.D.,bxd 

34  Sugar,  burnt,  in  bbls. 

35  Sugar,  crystal 

36  Sugar,  grape,  in  boxes  or 

barrels 

37  Sugar,  lemon,  in  pkgs 


3 
Dl 


10 


38  Sugar,  maple,  in  pkgs 

39  Sugar,   N.O.S 

40  Sugar  cane,   crushed,   and 

straw,  in  bales 

41  Sugar  trains,    iron,   loaded 

in  box  cars 

42  Sugar  trains,  iron,  requiring 

flat  or  gondola  car,  min. 
wt.  4, 000  Ibs .  each 

43  Sugar  wagons,  iron  (for  use 

in  sugar  refineries),  load- 
ed in  box  cars 

44  Sugar  wagons,  iron  (for  use 

in  sugar  refineries),  re- 
quiring flat  or  gondola 
car,  min.  weight  4,000  Ibs. 
each 

45  Sulphur,  in  boxes,  kegs  or 

bags 

46  Sulphur,  in  bbls.  or  hhds. .. 

47  Sulphur 

48  Sumac,  ground 

49  Suspenders,  boxed 

50  Swings,  wooden,  K.D.  and 

tied  in  bundles 

51  Swords,  boxed 

52  Syrup,  in   glass,  packed  in 

boxes  or  bbls 

53  Syrup,  in  packages,  except 

glass 

54  Syrup,  coco  cola,  in  wood. 

55  Syrup,  coloring,  in  bbls.... 

56  Syrup,  fruit,  in  cans,  pkd. ..  j 

57  Syrup,    fruit,    in    glass    orj 

earthenware,  packed  inj 
boxes ! 

58  Syrup,  fruit,  in  wood 

59  Syrup,  glucose 

60  Syrup,  lemon,  in  bbls 

61  Syrup,    maple,    same   as 

syrup. 

62  Syrup,  milk,  crude  (.liquid 

sugar  of  milk)  in  bbls 


63  Table  and  table  stuff  (see 

furniture). 

64  Tables,  turn 

65  Tacks,  N.O.S 

66  Tacks,    iron     or    steel,    in 

boxes,  kegs  or  bbls 

67  Tacks,    iron    or    steel,    in 

wooden  boxes,  packed  in 
cases  or  barrels 

68  Tacks,  wire,  in   kegs,  bbls. 

or  boxes 

69  Taggers' iron 

70  Tags,  tin,  in  boxes  or  bbls. 

71  Talc 

72  Tallow 

73  Ta  rn  p  ico 

74  Tankage  i  refuse  from  pack- 

ing houses  for  fertilizing 
purposes)  

75  Tanks,  butchers'  rendering, 

iron    or  steel,    loaded  in 
box  cars,  actual  weight... 


349 


[64] 

Classification — Continued. 


L.C.L.  c.  L. 


L.C.L.    C.L 


1  Tanks,  iron,  for  ice  manu-j 

facturing  machines,  load- 
ed in  boxcars 4 

2  Tanks,  iron  or  steel,  N. OS.,  j 

loaded  in  box  cars j         1 

3  Tanks,  iron  or  steel,  N.O.S.. 

requiring  flat  or  gondola 
car, min.  weight  4,0001bs.| 
each 1 

4  Tanks,  iron  or  steel 

5  Tanks,  oil,  cellar  or  store, 

empty, loaded  in  box  cars 

6  Tanks,  oil,  cellar  or  store, 

empty,  requiring  flat  or 
gondola  car,  min.  weight 
4,0001bs.  each 

7  Tanks,    galvanized    iron, 

N.O.S I1 

8  Tanks,    sectional,    iron    or) 

steel,  K.  D.  flat 3 

9  Tanks, wooden,  S.  U. .load- 

ed in  box  cars Dl 

10  Tanks,  wooden,  S.  U..  re- 

quiring   flat    or   gondola 

car.  min. wt.  4,00"  Ibs.  each;         1 

11  Tanks,  water  cooler,  iron, 

enameled,  boxed  or  se-i 
curely  crated 1 

12  Tanks,  wooden,    K.    D., 

N.O.S 3 

13  Tanks  or  cisterns,  wooden, 

K.  D., loaded  in  box  cars, 
when  shipped  with  wind 
mills  and  packed  with 
parts  of  wind  mills 3 

14  Tank  material,  wooden,  fit- 

ted or  cut  to  dimensions, 

in  bdls. .trimmings  boxed          3 

15  Tank  material,  wooden,  in 

the  rough,  not  fitted  or 
cut  to  dimensions,  same 
as  lumber,  N.O.S. 

16  Tannin  preserver,   in  bbls. 

or  casks 3 

17  Tape,  in  bales  or  cases j         1 

18  Tape    insulating,  in  pkgs..i         1 

19  Tar,    N.O.S.,  in  cans  pkd. 

in  boxes  or  bbls 4 

20  Tar,  N.O.S.,  in  buckets  or 

kegs 2 

21  Tar,  N.O.S.,  in  bbls 4 

22  Tar,  candle,  in  bbls 4 

23  Tar,  coke,  in  packages 4 

24  Tar,  coal 5 

25  Tar,  coal,  in  tank  cars  to  be 

furnished  by  shippers, 
min.wt.24,00ulbs.;  empty 
tanks  returned  free 

26  Tar,  gas.  in  bbls 4 

27  Tar,  gas.  in  tank  cars  to  be 

furnished  bv  shipper,1 
m in. wt. 24,0001bs.;  empty! 
tanks  to  be  returned  free .  

28  Target  balls,  in  bbls.  or  bxs.j         3 
2i*  Targets,  shooting  gallery, 

iron,  in  packages !         3 

30  Targets,    sportsman's    fly- 

ing, in  bbls  or  boxes 3 

31  Tarpaulins 1 

32  Tartarine  (acetic  acid),    in 

barrels 3 


Telegraph  and  telephone: 

35  Booths,  S.  U 

36  Booths,  K.  D.  flat,  in  bdls. 

37  Brackets,  in  bags 

.38  Brackets,  in  boxes 

39  Cable 

40  Cross  arms,  wooden 

41  Cross  arms,  iron 

42  Instruments,  boxed 

43  Insulators,  glass,   in  boxes 

or  bbls. .   

44  Insulator  pins,  in  bsigs 

45  Insulator  pins,  boxed 

46  Poles,  iron 

47  Poles ,  wooden 


48  Switch  boards,  boxed 

49  Wire,  iron 

50  Material,  N.O.S.,  boxed... 

51  Telescope  cases,  travelers1, 

empty 

52  Telescope  cases,  travelers', 

boxed  or  filled  with 
goods,  boxed,  minimum 
weight,  12.000  Ibs 

53  Telescope  cases,  travelers', 

filled  with  goods,  not 
boxed,  not  taken 

54  Tent    poles,    wooden,     in 

bdls 

5")  Tents  anc  fixtures ' 

56  Terne  plate,    boxed  or  in 

slatted  boxes 

57  Terra  alba,  in  packages 

58  Terra   cotta,    for    building 

purposes,  in  pkgs 

59  Terra   cotta,    fqr    building 

purposes 

60  Terra  cotta  drain  pipe 

61  Terra  cotta  images  and  fig- 

ures (not  statuary),  pckd. 
in  boxes,  bbls.  or  casks. . . 

62  Terra  cotta  vases  and  orna- 

m  ental  work,  boxed 

63  Terra  japonica , 

64  Terrapins,  packed  in  bbls.. 

65  Thermometers,  boxed 

66  Thonarsalt 

67  Thread,  spool,  boxed 

68  Thread,   spool,    packed  in 

thread  cabinets,  boxed... 

69  Ties,  railroad,  wooden 

70  Tie  plugs, railroad,  wood'n, 

in  boxes 

71  Ties,  spring  bed,   wire,  in 

boxes  or  bbls 

72  Tile,  building,  hollow 

73  Tile,  decorated  art,  in  bxs. 

or  bbls 

74  Tile,  drain 

75  Tile,  fire,  loose 

76  Tile,  fire,  in  packages 

77  Tile,  locomotive 

78  Tile,  roofing 


1 
Dl 


Dl 
3 

3 
4 
4 
4 
4 
1 


1)1 


Lum- 
4         ber 
rates 


350 


[65] 

Classification  —  Continued  . 


L.C.L. 


C.  L. 


L.C.L. 


1  Tiling,  floor  or  facing,  en- 

caustic or  plain,  glazed  or 
unglazed,  in  packages  . . 

2  Tiling,    marble  and   slate, 

boxed ! 

3  Tiling,  marble  and  slate. .. , 

4  Tills,  cash  alarm  and  cash' 

railways,  boxed    or    tied 
flat  in  bundles j 

5  Timber,  N.  O.  S ' 

6  Tin, phosphor 

7  Tin,  pig,  bar  or  slab 

8  Tin,  scrap,  in  boxts,  barrels 

or  casks 

9  Tin,  scrap 

10  Tin,  sheet,  japanned,  boxed 

11  Tin  cork  fasteners,  in  pack- 

ages   

12  Tin  covers  or  tops,  for  jelly  j 

glasses  or  fruit  jars,  in  box- 
es or  barrels 

13  Tin  crystals I 

14  Tin  dairy  pails,  nested,) 

packed  in  crates  or  cases. 

15  Tin  dinner  pails,  in  boxes 

or  barrels j 

16  Tfn  discs  or  circles,  in  boxes: 

or  barrels \ 

17  Tin  dross,  in  bbls.  or  casks. 

18  Tin  flour  barrels  or  boxes, j 

boxed  or  crated i 

19  Tin  for  government  stamp! 

protectors,  in    boxes    or| 
barrels 

20  Tin  or  lead  foil,  in  boxes. .  ! 

21  Tin  pails, jacketed,  loose. .. 

22  Tin  pails,  jacketed,  nested,] 

in  bundles : 

23  Tin  pails,  jacketed,  in  crates 

or  boxes ! 

24  Tin  pails,  jacketed,  min.  wt. | 

20,000  Ibs  

25  Tin  plate,  N.O.S.,  boxed  or 

in  slatted  boxes ; 

26  Tin  plate,  crystallized,  dec- 1 

prated  or  marbleized,  b'xd 

27  Tin  straps  or  fasteners,  in 

boxes  or  barrels \ 

28  Tin  strips, in  barrels  orbox-j 

es 

29  Tin  trays  or  waiters,  boxed . 

30  Tinners'  trimmings,  N.  O. 

31  Tinware,  loose ...."... 

32  Tin  ware,  N.  O.  S.,in  crates, 

boxes  or  barrels 

:i3  Tinware.  N.  O.  S.,  nested, 
packed  in  boxes  or  bbls.. 

34  Tinware.  N.  O.  S 

35  Tobacco,  cut,  smoking  or 

chewing,  i-i  pails, loose.. 

36  Tobacco,  cut.  smoking    or 

chewing,  in  pails,  two  or 
mor^  strapped  together.. 

37  Tobacco,  cut,  smoking  or 

chewing,  in  boxes,  kegs 
or  barrels  

38  Tobacco,  cut,  smoking   or 

chewing,  in  drums 

39  Tobacco,  leaf,  unmanufac- 

tured, in  bales 

40  Tobacco,  leaf,  unmanufac- 

tured, in  bundles  or  crates 


Lum- 

ber 

rates. 


2 
Dl 


Dl 
1 
1 


41  Tobacco,  leaf,  unmanufac- 

tured, in  cases  or  hhds. .. 

42  Tobacco,  plug,  in  butts,box- 

es,  drums  or  kegs 

43  Tobacco,  plug,  in  caddies, 

loose  

44  Tobacco,  plug,  in  caddies, 

two  or  more  strapped  to- 
gether  

45  Tobacco,  plug,  in  caddies, 

packed  in  boxes 

46  Tobacco,  plug,  in  pails,  two 

or  more  strapped  or  crat'd 
together 

47  Tobacco,  plug,  in  skins 

48  Tobacco, smoking,  in  bales. 

49  Tobacco  scraps  or  siftings, 

N.O.S 

50  Tobacco   stems,    in    bales, 

cases  or  hhds 

51  Tobacco  stems  compressed 
in  bales 

52  Toboggans,  O.  R .  B.  and  C. 

53  Toboggan    slides,    parlor, 

crated  or  boxed  (C.  L., 
min.  wt.  16, 000  Ibs.) 

54  Tomatoes,  salted  or  in  brine 

in  wood 

55  Tomato  pulp,  in  barrels 

56  Tool  chests,  empty 

57  Tools,  carpenters,  in  boxes 

or  chests 

58  Tools,  edge,  N.  O.  S.,   in 

boxes  

59  Tools,  ice,  in  bundles 

60  Tools,  ice,  boxed 

61  Tools,  mechanics',  in  boxes 

or  chests 

62  Tooth    picks,    wooden,    in 

boxes  or  barrels 

63  Tops,  peg,  turned,  boxed. 

64  Torches, campaign, in pkgs. 

(C.L.,  min.  weight  20,000 
Ibs.) 

65  Torches,   painters'    (for 

burning  off  paint),  boxed. 

66  Torpedoes,  R.  R.,  boxed.. 

67  Torpedoes,  toy,  boxed 

68  Tow,  in  boxes  or  bales 

69  Toy  banks,  N.  O.  S.,  boxed. 

70  Toy   banks,    earthenware, 

packed  in  crates,  boxes, 
barrels  or  casks 

71  Toy  banks,  iron,  boxed  .... 

72  Toys,  N.  O.  S.,  crated   or 

boxed 

73  Toys, iron. N.  O.  S., boxed. 

74  Track  cleaners,  iron  or  steel 

(for  street  cars) 

75  Track  levels,  wooden 

76  Tracks,  portable,    railway. 

iron,  wood,  or  iron  and 
wood  combined,  in  sec- 
tions, S.  U 

77  Track  ,  portable,    railway. 

iron,  wood,  or  iron  and 
wood  combined,  K.  D. 
flat 

78  Transformers  or  converters, 

electric 

79  Traps,  animal  or  bird,  p'kd 

flat,  in  bundles 

80  Traps,  clay  pigeon  or  glass 

ball,  in  bundles,  crates  or 
boxes — 


Dl 
1 


ju 

Dl 
4 
1 


4     ! 


351 


[66] 

Classification — CoiitinueJ. 


L.C.L.'  C.  L. 


L.C.L.i  C.  L. 


1  Traps,  fly,  boxed 

2  Traps,    gamr,  in   boxes  or 

barrels 

3  Traps,  grease  or  sewer  gas, 

N.  (J.  S.,  in  boxes  or  bar- 
rels   

4  Traps,  sewer  gas,  iron 

5  Traps, mouse  or  rat,  in  bun- 

dles, crates  or  boxes 

6  Traps,  steam,  loose,  under 

100  Ibs 

7  Traps,  steam,    100   Ibs    or 

over 

8  Traps,steam,  crated  or  b'x'd 

9  Trays  or  waiters,  tin  or  sheet 

iron,  japanned,  boxed 

10  Treenails,  wooden    (ship 

bolts) 

11  Tree  pruners.in  bundles. .. 

12  Trees,  Chri.-tmas,  P.  P.  or 

guaranteed | 

13  Trees,  Christmas,  P.  P.  or; 

guaranteed,  min.  weight 
20, 000  Ibs 

14  Trees,  shrubbery  and  dor- 

mant plants  in  bundles  P. 
P.  or  guaranteed 

15  Trees,   shrubbery  and  dor- 

mant plants,  in  bales,  P. 
P.  or  guaranteed j 

16  Trees,  shrubbery  and  dor- 

mant plants,  in  boxes.  P. 
P.  or  guaranteed 

17  Trees,  shrubbery  and  dor- 

mant plants,  roots  boxed 
and  tops  tied,  P.  P.  or 
guaranteed 

18  Trees,  shrubbery  and  dor- 

mant plants,  boxed,  P. 
P.  or  guaranteed,  min. 
wt.  20.000  Ibs 

19  Trees,  shrubbery  and  dor- 

mant plants,  in  bulk,  P.  P. 
or  guaranteed,  minimum 
weight  20, 000  Ibs 

20  Trellis,  wooden 

21  Trip  hammers 

22  Tripoli,   ground,  in  barrels 

or  casks 

23  Tripoli,  lump,  in  bags, bar-: 

rels  or  casks 

24  Tripoli,  lump,  in  bags  or  in 

bulk . 

25  Tripoli  filter  plates  or  disks 

packed  in  boxes  or  bar-j 
rels I 

26  Tripoli  filter  tubes  or  cylin- 

ders, packed  in  boxes  or 
barrels 

27  Tripoline.  in  tin,  packed  in 

cases 

28  Trolley  poles   and  trolley 

stands  or  bases  (for  elec- 
tric railway  cars) j 

29  Troughs,  watering,  iron  or 

steel 

30  Troughs,  watering,  stone  or 

earthenware  ! 

31  Trucks,  basket,  warehouse, 

not  nested  j 

32  Trucks,  basket,  warehouse, 

nested  in  bundles '•• 

33  Trucks,  car,  S.  U..  min.  wt.j 

5  000  Ibs.  each . . . 


5H 

3 
4 


1 

3tl 
Dl 


34  Trucks, car, K.D 

35  Trucks,  car,  ele<  trie  motor, 

min.  wt.  5,000  Ibs   each... 

36  Trucks,  car,  electric  motor, 

K.    D 

37  Trucks,  hand,  two-wheeled. 

38  Trucks,  hand, four  wheeled, 

S.  U., with  sides, stakes  or 
hand  rails 

39  Trucks,  hand,  four  wheeled, 

without  sides,  stakes  or 
hand  rails 

40  Trunk  boxes,  N.  O.  S.,  in 

the  white 

41  Trunk  boxes,  in  the  white, 

nested 

42  Trunk  covering,  iron  or  tin, 

boxed  

43  Trunk  slats,  wooden 

44  Trunk    straps,     metal,     in 

packages 

45  Trunk  tops,  nested,  in  bun- 

dles  

46  Trunk  tops,  nested,  in  crates 

or  boxes 

47  Trunk   trimmings,  iron    or 

tin,  N.  O.  S.,  in  boxes, 
barrels  or  casks 

48  Trunks,   empty,    released. 

min.  wt.  20,000  Ibs 

49  Trunks,   flat    top,    empty, 

without  tinys,  nested,  re- 
leased  

50  Trunks,  filled  with  goods, 

boxed,  released 

51  Trunks,  filled  with  goods, 

not  boxed,  not  taken. 

52  Trunks, containing  valises, 

strapped  or  securely 
wrapped  with  btirlap  or 
paper  (C.  L.,  minimum 
wt.  12,000  Ibs  ) 

53  Trunks,  containing  wearing 

apparel,  boxed 

54  Trunks  containing  wearing 

apparel  will  not  be  taken 
unless  boxed  (except  as 
part  of  a  shipment  of  h'se- 
hold goods).  When  they 
are  offered  for  shipment, 
agents  will  refer  shipper 
to  express  companies. 

55  Trunks,  toy 

56  Tubes,    paper,    boxed     or 

crated 

57  Tubes,  speaking,  tin,  box- 

ed   

,",8  Tubes,  steel : 

59  Tubes,  umbrella,  steel, 

boxed 

60  Tubing,  brass 

61  Tubing,  copper 

62  Tubing,  iron   

63  Tubing,  tin,  boxed 

64  Tubing,  wooden 


65  Tubs,  bath,  iron 

66  Tubs,  bath,  stone  or  earth- 

enware   

67  Tubs,  metal,  or  metal  and 

wood  combined 

68  Tubs,  metal,  or  metal  and 

wood  combined  nested ...  I 


352 


[67] 

( 'Idssijication— Continued. 


T 

L.C.L. 

C.  L. 

1 

V 

L.C.L. 

C.  L. 

1  Tubs,  sinking  
2  Tubs,  'vash,  galvanized  iron 

j 

36  Vacuum  pans,  fixtures  and 
parts  

2 

6 

not  nested  
3  Tubs,     wash,     galvenized 
iron,  nested-  
4  Tubs,  wash  or  laundry,  iron, 
stone     o  r    earthenware, 

1 
2 

5 

5 

37  Valises,  satchels  or  travel- 
ing bags,  empty  
38  Valises,  satchels  or  travel- 
ing    bags,      filled     with 
goods,  boxed  

D  1 
1 

legs  off                        

3 

5 

39  Valises,  satchels  or  travel- 

5 Tubs,  wooden,  N.  O   S.,  C. 
L.,min.  wt.  12,0001bs  
6  Turned  stuff,  wooden,  N. 
O.  S      ...         . 

2 
4 

6 

7 

ing     bags,     filled      with 
goods,    not    boxed,     not 
taken. 
40  Valises,  satchels  or  travel- 

7 Turpentine,  in  cans,  glass 
or  jugs,  packed  in  boxes, 
jackets  or  kegs,  corks  se- 
cured    by     metal    caps, 
cement  or  wire 

1 

3 

ing  bags,  packed  in  boxes 
(C.  L.,min   wt.  12,000  Ibs. 
41  Valises  or   traveling    bags. 
packed  in   trunks,  strap- 
ped   or  securely  wrapped 

1 

2 

8  NOTE.—  Turpentine,        i  n 
cans,  glass   or   jugs,    not 
packed  in  boxes,   iackets 
or  kegs,  not  taken. 
9  Turpentine,  in  wood 

3 

with   burlaps  or  paper  (C. 
L.,min.  wt.  12,0001bd  
42  Valves,  N.  (J.  S  
43  Vanilla  bean  refuse  or  sift- 
ings,  in  boxes  or  bbls 

1 
2 

1 

2 

6 

10  Turpentine,  in  tank  cars  to 
be  furnished  by  shippers 
empty    tanks   to    be   re- 
turned free 

6 

44  Varnish,  in  sheet  iron  cans. 
45  Varnish,  in  cans,  jacked  .... 
16  Varnish,  in  cans,  boxed  
47  Varnish,  in  wood  

2 
2 
2 
3 

3 
3 
4 
4 

11  Turtles,  pached  in  bbls  
12  Tuyeres  and  coolers.bronze 
13  Tuyeres,  clay 

2 
4 

..  .„. 

7 

48  Vaseline,  in  glass,  boxed.. 
49  Vaseline,  in  cans,  boxed..  . 
50  Vaseline,  in  bbls 

2 
3 

3 

14  Tuyres.  iron  
15  Twine,  N.  O.  S. 

4 
1 

5 
4 

51  Vats,  K.  D.,iri  bundles  
52  Vats,  S.  U.,  loaded   in  box 

3 

9 

16  Twine,  in   bales,  boxes   or 

cars  

D  1 

6 

bbls 

3 

4 

53  Vats,    empty,  N.  U.S.,  re- 

17 Twine,  waxed,  in  boxes  or 
bbls 

3 

4 

quiring   flat   or   gondola 
car  min   wt  4  000  Ibs  each 

j 

6 

18  Type,   boxed  
19  Type,  set  up  in  forms,  bxd 

9 

T 

54  Vault  or  floor  lights,  glass 
or  glass  and  iron  ..  .. 

4 

5 

20  Type  cases,  racked  
21  'Type  dross  

4 

55  Vaults,  grave,  cement  
56  Vaults,  grave,  iron  or  steel 

2 
'> 

5 
5 

22  T^-pe  metal,  old.  in  bbls.... 

3 

23  Type  metal.  in  pigs  
24  Typewriters     and     c  a  1  i- 
graphs,  carted  or  boxed  .  . 
25  Type  writer  stands,  S.  U., 
crated    or  boxed  (C.  L., 
min.  wt.  16,000  Ibs 

3 
1 

5 
3 

3 

57  Vegetables     and     Garden 
Roots: 
58  Vegetables,  0.  R.,P.  P.,  or 
guaranteed,  N.  O.  S  
59  Vegetables,      straight     o  r 
mixed  car  loads  of  aspara- 

4 

26  Type    writer   stands,  iron, 
completely     K.     D..     in 
packages 

o 

4 

gus,    beans,'  beets,    cab- 
bage, cauliflower,  carrots, 
celery,  corn,  cucumbers, 

27  Type    writer   or   caligraph 
covers,  crated  or  boxed 

\yz 

egg    plant,    garlic,  kale, 
lettuce,  melons,  mustard, 

LT 

28  Ultramarine  blue,  in  paper 
lined  boxes,  pkd.  in  cases 
29  Ultramarine  blue,  in  bbls  or 
casks  

2 
4 

5 

mushrooms,  onions,  okra, 
parsley,    peas,    peppers, 
pumpkins,     p  i  e     plant, 
parsnips,    potatoes,    rad- 
ishes,     salsify,    spinich, 
squash,  tomatoes   or  tur- 
nips, min.  wt.  20,000  Ibs.. 
60  Potatoes,  in   sacks  or  bbls., 

Wheat 
Tariff 
Rates 

30  Umbrellas,  incases     

1 

O.  R  

4 

31  Umbrella  handles,  finished, 
in  pkgs  

1 

61  Potatoes,   in   bulk  or  pack- 
ages, (J.  R.,    min.  wt.  20.  - 

Wheat 
Tariff 

32  Umbrella  ribs  and  stretch- 
ers, boxed 

2 

000  Ibs  
62  Potatoes,  sweet,  in  bozes  or 



Rates 

33  Urinals,  iron,  loose  
34  Urinals,     iron,     in     crates, 
boxes,  bbls.  or  casks  
35  Urns.  coffee,  tin,  boxed.  .. 

I 

3 
1 

5 

K 

bbls..O.  R  
63  Vegetables.    N.   O.   S.,    in 
glass,  packed  

4 
4 

8 
5 

353 

[68] 

Classification — Continued. 


V 

L.C.L. 

C.  L. 

V 

L.C.L. 

C.  L. 

1  Vegetables,  N.  O.  S.,  dried 
or   evaporated,  in  glass, 
packed 

1 

3 

t  VEHICLES.—  Continued. 
11  ^Vehicles,     set     up     o  i 
knocked    down      loaded 

2  Vegetables,  dessicated,  in 
cans  

4 

5 

in  ordinary  box  cars  with 
sliding  side  doors    L  C 

4  |  Vehicles,    and     parts   of, 
except  bicycles,  tricycles, 
velocipedes,     and     chil- 
dren's vehicles,  at  O.  R., 

L.,  O.  R.,  B.  C.,  fire  and 
weather   or   released,    as 
follows  : 
12  Automobiles,    S.   U.,  min. 
wt.  5,000  Ibs.  each 

1 

B.,  C..  fire  and  weather, 
or  released  : 
5  Buggies,  carriages,  hearses, 
sleighs,  wagonnetts   and 
other  light  vehicles  (pas- 
senger vehicles  only,  ex- 
clusive of  freight  wagons, 
trucks.  sleighs  and  sleds), 
also  parts  thereof,  min.  wt. 
12,  (XX)  Ibs.  for  cars  not  ex- 
ceeding 45  feet  in  length 
outside  measurement.    A 
deduction  of  5  per   cent 
per  foot  to  be    made   in 
minimum  weight  for  ench 

13  Automobiles,    taken    apart 
(wheels  detached)  

14  Vehicles,  N.O.S.: 
15  Vehicles,    S.  U.,  min.    wt. 
5,000  Ibs  each  
16  Vehicles,      taken     apart 
(wheels    and     shafts     or 
tongues  detached)  
17  Velocipedes,  railroad,  S.  U. 
18  Velocipedes,  railroad,  K.D. 

FREIGHT    VEHICLES. 

19  Carts,  dump,  hand  or  min- 
ing, S  U  

3J4t  1 

3J^t  1 
IK 

1^ 

3 

6 

6 

foot   or  fraction    thereof 
less  than  45   feet,  and  an 

20  Carts,  dump,  hand  or  min- 
ing.K.  D  

1 

-    addition  of  5  per  cent  per 
foot  to  be  made  in  mini- 
mum    weight     for   each 
foot  or  fraction  thereof  in 
excess     of     45     feet    in 
length;    charges   on  any 
carload   shipment  not  to 

20^>  Carts,    lumber     buggies 
(two-wheeled  carts  used 
in  lumber  yards)  ,  S.  U  
21  Carts,        lumber     buggies 
(two-wheeled   carts  used 
in  lumber  yards),  K.  D., 
in  pieces  

1^ 

be  less  than  for  5,  000  Ibs. 
at  1st  class  rate 

3 

22  Carts,  peddlers1,  hand  carts, 

1^ 

6  Springling     wagons,    min. 
wt.  20,000  Ibs 

6 

23  Carts,  peddlers',  hand  carts. 
K.   D 

1 

7  Vehicles,  freight,  N.  O.  S., 
also  parts  thereof  :     

6 

24  Carts,  peddlers',  hand  carts, 
with    fixed    glass    tops, 

8  Vehicles,  light  and  heavy 
(mixed  carloads  of  freight 
and    passenger   vehicles 
only),       exclusive     of 
freight     and      passenger 
Automobiles,    and    parts 

dismounted  
25  Drays,  (two-  wheeled,  one- 
horse  vehicles  such  as  are 
used  by  pianoforte  mov- 
ers and  others),  K.  D  
26  fSleds.bob  S.  U 

3t  1 

1 
D  1 

thereof,    min.  wt.    20,000 
Ibs  .  . 

6 

27  Sleds,     bob,    tongue     and 
reach  taken  out 

9  Vehicles,  also  part"  of  vehi- 
cles, returned   to   manu- 
facturers   (original    con- 

28 Sleds,      bob,      completely 
taken  apart,  with  stakes 
tied  together           ..    * 

2 

signors)   for  repairs,  will 
be    charged     half     tariff 
rates   when    returned  by 
same  railroad  or  ra  Iroads 

29  Sleds,  logging,  and  loggers' 
snow      plows,     K.     D., 
weighing    2,000    Ibs.    or 
over  . 

3 

as    originally     forwarded 
by;    when     returned    by 
other  railroad  or  railroads 
than  originally  forwarded 
by,  full  tariff  rates  will  be 
charged. 
10  Vehicles,  loaded  on  open 
cars,     or     too     long    or 
bulky     to     be      loaded 
through  ordinary  sliding 
side  doors  x>f   cars,  min. 
wt.  5,  000  Ibs.  each  

1 

30  Trucks,  combination  farm 
and     logging.      without 
boxes,  K.  D.,in  pieces..  .. 
31  Trucks,        logging     and 
logging  wagons,  K.    D., 
in  pieces.  
32     Wagons,      advertising, 
frames    and    fixtures    K. 
D.,  boxed  an  1  crated  
33  Wagons,    beer,    boxed   or 
crated   (except  shafts    or 
poles),  actual  weight  

3 
3 

1^ 
1^ 



\  Provision  for  crated  vehicles  will  apply  on  shipments  enclosed  on  all  sides,  including 
bottoms,  with  wood  frame  work  so  as  to  allow  of  their  being  taken  in  and  out  of  the  cars 
within  the  crates;  all  parts  should  be  enclosed  except  shafts,  poles  or  wheels;  wheels  must  be 
racked  or  crated. 

t  Provision  for  bob  sleds  will  not  apply  on  vehicles  having  wagon  or  sleigh  bodies,  they 
being  ratable  as  sleighs. 

i     Ratings  will  not  apply  on  spring  wagons  with  fixed  or  standing  tops. 

-23  R  W 


[69] 

Classification — Continued. 


L.C.L.  c.  L. 


L.C.L. 


C.  L. 


^FREIGHT  VEHICLES—  Con-1 
tinued 

1  Wagons,  common  or  farm, 

with  or  without  boxes 
(see  also  agricultural  im- 
plements), K.  D.,  in 
pieces,  actual  weight  minJ 
.  20,000  Ibs i 

2  Wagons,  one  horse  (includ- 

ing combination  one  and! 
two  horse  wagons,  fitted 
for  shafts  or  poles  and 
weighing  less  than  1,500 
Ibs.);  viz:  Beer,  electric! 
railway  repair,  express, 
peddlers,  platform  spring 
drays,  sewing  machine, 
undertakers,  and  oil  de-; 
livery,  with  square  gal- 
vanized iron  tanks,  boxed 
or  crated  (except  shafts  or 
poles) .  actual  weight j 

3  Same,    taken    apart,    mini- 

mum w'ght  1.500  Ibs  each 

4  Wagons,  sprinkling   (one- 

horse  or  hand)  taken  apart; 

5  Wagons,  sprinkling,  requir- 

ing open  rar,  minimum 
weight  4, 000  Ibs 

6  Wagons,  spring,  with  fixed 

or  standing  tops,  crated  .. 

7  Wagons,  spring,  with  fixed 

or  standing  tops,  not  cr'td 

8  Wagons,  tar  tank,  boxed  or 

crated  (except  shafts  or 
poles) 

9  Wagons,    tar   tank,     taken 

apart  (wheels  and  shafts 
or  poles  taken  off),  mini- 
mum w'ght  2.000  Ibs.  each 

10  Wagons,    two- horse,    viz: 

Beer,  electric  railway  re- 
pair, hose.  ice.  oil  tank 
(cylinder)  sprinkling, 
platform  spring  trucks. , 
express,  peddlers1,  trans- 
fer and  undertakers',  b'x'dj 
or  crated  (except  shafts 
or  poles)  actual  weight. . . ! 

11  Wagons,  two-horse,  taken! 

apart  (wheels  and  shafts' 
or  poles  taken  off),  mini- 
mum w'ght  2, 00011)8.  each 


PASSENGER  VEHICLES. 

12  Ambulances,  K.  D.,  boxed! 

or  crated  (except  shafts  or 
poles) 

13  Buggies,   including    buck 

boards,  sufficiently  K.  I), 
to  be  loaded  in  box  car, 
boxed  or  crated,  crates 
over  50  inches  in  height! 
(except  shafts  or  poles) . . ' 


1 

Dl 


Dl 


^PASSENGER  VEHICLES— 

Continued. 

14  When  in  crates  50   inches 
and  under  in  height 

16  Buggies,    including    buck- 

boards,  sufficiently  K.  D. 
to  be  loaded  in  box  car, 
not  boxed  or  crated  

17  Buggies,    including    buck- 

boards,  sufficiently  K.  D. 
to  be  loaded  in  box  car; 
in  the  white,  ironed,  en- 
tirely K.  D.,  seats  and} 
dash  detached  and  packed 
in  bodies,  axels,  reaches, 
side  bars  and  springs  de-i 
tached  from  bodies,  and. 
all  parts  named  separated 
from  each  other  and  crat-j 
ed  or  boxed,  wheels  or! 
shafts  off  and  tied  in  bun- 
dles   

18  Carriages.  N.    O.    S.,    and 

wagonettes,  boxed  o  r 
crated  (except  shafts  or 
poles),  sufficiently  K.  D. 
to  be  1'  >aded  in  box  car  . . . 

19  Carriages,   N.    O.    S.,    and 

wagonettes,     boxed     o  r 
crated    (except   shafts  or 
poles)  with  fixed  or  stand 
ing  tops 

20  Carts,  road,  boxed  or  crated 

(except  shafts  or  poles), 
sufficiently  K.  D.  to  be 
loaded  in  box  car 

21  Carts, road, K.  D., wrapped. 

22  Carts, road, taken  apart 

23  Motocycles.  set    up,  mini- 

mum w'ght  5, 000  Ibs.  each! 

24  Motocycles,     taken      apart 

(wheels  detached) | 

25  Skeleton  racing  wagons  (4- 

wheel)  K.  D.,  and  boxed 

26  Skeleton  racing  wagons  (4- 

wheel),  K.  D.,  crated....  | 

27  Skeleton  racing  wagons  (4-i 

wheel),  S.  U.,  estimated 
weight  750  Ibs.  each j 

28  Skeleton  racing  wagons  (4- 

wheel),  wheels  off 

29  §Sleighs,set  up,  N.  O.  S.... 

30  Sleighs,   set  up,   boxed   or 

crated  (except  shafts  or 
poles) 

31  Sleigh,   K.   D..  back,  sides 

and  front  folded  fiat  on 
bottoms,  with  runners 
crated  in  same  package, 
O.  K.  B.,C.,  fire  and  wet, 
or  released 

32  Sleighs.  K.  D.  (bodies  and 

shafts  removed),  all  parts 
(except  shafts  or  poles) 
crated  or  boxed 

33  Sulkies,  K.  D.  and  boxed.. 


Dl 


Dl 
Dl 


DI 


3tl 


3tl 
3tl 


Dl 
Dl 


t  Provision  for  crated  vehicles  will  apply  on  shipments  enclosed  on  all  sides,  including 
bottoms,  with  wood  trame  work  so  as  to  allow  of  their  being  taken  in  and  out  of  the  cars  with- 
in the  crates;  all  parts  should  be  enclosed  except  shafts,  poles  or  wheels;  wheels  must  be 
racked  or  crated. 

§  Sleighs,  crated  with  the  exception  of  the  bowed  part  of  the  runner  and  the  latter  wrap- 
ped, are  ratab1  e  ?is  rrarcd. 

Ratings  will  not  apply  on  spring  wagons  with  fixed  or  standing  tops. 


355 

[70] 

Classification — Continued . 


V 

L.C.L. 

C.  L. 

Ar 

L.C.L 

C.L. 

^PASSENGER  VEHICLES— 

26  Carriage  top  braces,  boxed. 

3 

Continued. 
1  Sulkies,  K.  D.,  crated  
2  Sulkies,  K.  D.,in  the  white, 

3tl 

27  Cushions,  buggy,  carriage 
or  wagon,  in  bundles  or 
bales 

1 

crated          ...            

Dl 

28  Dashboards     (leather     o  r 



3  Sulkies,  S.  U..N.O.  S.,  est. 
weight  750  Ibf  

3tl 

sheet   metal   lined     with 
felt),  boxed 

1 

4  Sulkies,  S.  U.,  ctd.,   mini- 
mum wt.  500  Ibs.  each  

1 

29  Doubletrees,      neckyokes, 
singletrees   and    whiffie- 

5  Sulkies,  wheels  off    

Stl 

trees   (for   buggies,  carts 

6  Sulkeyettes,  boxed  or  cr't'd 

m 

or  carriages),  finished.... 

1 

7    Wagons,  spring,  pass'ng'r, 
including  Democrat  sp'g 
wagons,  boxed  or  cr-ted 
(except  shafts  or  poles), 
sufficiently   K.  D.  to  be 
loaded  in  b'x  car,  actual  wt 

\yz 

30  Doubletrees,      neckyokes, 
singletrees   and    w-hiffle- 
trees    (for  buggies,  carts 
or  carriages)  in  the  white 
(not  further  finished  than 
dipped,  primed    or  .shel- 

8 Wagons,  spring,  passeng'r, 

lacked)  ironed  

2 

including  Democrat  sp'g 
wagons,  taken  apart,  min. 
weight  1,500  Ibs.  each  
9  Vehicles,  parts  of.  at  O.  R., 

i 

31  Doubletrees,       equalizers, 
neckyokes,     singletrees, 
and  whiffletre's,  for  trucks 
and  wagons,  finished  

2 

B.  C.,  tire  and  weather, 
or  released; 
10  Adjustable   sleigh     runner 
attachments  (for  wheeled 
vehicles),  S.  U  

Dl 

32  Doubletrees,       equalizers, 
neckyokes,     singletrees, 
and  whiffietre's.for  trucks 
and  wagons,  dipped,  not 
painted,  ironed  

3 

11  Adjustable   sleigh     runner 
attachments  (for  wheeled 
vehicles).  K.  D.,  packed 
in  bundles 

1 

33  Doubletrees,       equalizers, 
neckyokes,      singletrees, 
and  whiffletre's,  for  trucks 
and  wagons   in  the  white 

12  Axle  couplings  or  clips 

2 

(not  further  finished  than 

13  Axles,  steel,  combined  with 
bolsters  and  stakes  

3 

5 

primed    or    shellacked), 
ironed  

3 

14  Axles,  wagon  or  carriage, 
roller  bearings  attached  .  . 
15  Axles,  wooden  and  reaches, 

2 

5 

34  Doubletrees,     singletrees, 
and  whiffletrees  (iron  or 
steel)  . 

3 

n  the  white  (not  further 
finished    than  primed  or 
shellacked) 

3 

35  Forged  wagon  irons,  furth'r 
finished  than  being  drill'd 
with  bolt  holes    in  boxes 

16  Beer  wag'n  or  beer  roll  b'dis 

1 

or  casks       

2 

17  Buggy,    carriage    and    cart 
bodies,  bottoms  and  seats, 
N.  O.  S.,  finished  or  un- 
finished, with  or  without 

36  Gears,  buggy,  cart  or  carri- 
age (including  wheels,  N. 
O.  S.),  K.  D.,  in  crates, 
boxes  or  bundles  

VA 

springs  and  axles,  boxed 
or  crated  

\yz 

37  Gears,  buggy,  cart  or  carri- 
aere  (including  wheels  N. 

18  Buggy,    carriage    and    cart 
bodies,  bottoms  and  seats, 
N.  O.  S.,   fini-hed  or  un- 
finished, with  or  without 
springs  and  axels,  in   the 
white,  not  boxed  orcrat'd 
19  Buggy,  carriage  or  Wagon 
tops,  and    wagon   bodies 

2^tl 

Cl  S.),K.  D,  steel,  in  c'rts 
38  Gears,     platform,     in     the 
white,  without  springs  or 
axles  
39  Gears,  sleigh,  tubular,  b'x'd 
or  crated  
40  Gears,  sleigh,  tubular,  N.O. 

i 

2 
2J&1 
3tl 

with  tops  attached,  set  up, 
boxed  or  crated  
20  Buggy,  carriage  or  wagon 

3tl 



41  Gears,  sleigh,  steel,  in  bdls. 
42  Gears,  wagon,  iron  or  steel. 
43  Gears,  wagon,  N  .  O.  S 

2 
Dl 

5 
5 

tops,  and  wagon    bodies 
with  tops  attached,  folded 
flat,  wrapped 

Dl 

44  Glass   cases   for    peddlers' 
hand  carts,   boxed,    bot- 
toms crated 

Dl 

21  Bnggy,  carriage   or  wagon 
tops,  and  wagon    bodies 
with  tops    attached,   flat, 

45  Iron  caps  and  shaft  ends, 
for    poles   and  shafts,   in 
bundles 

1 

boxed  or  crated  
22  Buggy  and  carriage  steps, 
in  bundles  or  boxes 

1H 
i 

46  Iron  caps  and   shaft  ends, 
for    poles  and    shafts,   in 
boxes  or  bbls. 

3 

23  Buggy,  carriage  or  cart  seat 
backs,  cushioned,  in  bdls., 
bales  or  crates      .   .  . 

1 

47  Iron  frames   for   road    cart 
bodies,    bent   in     shape, 
with     holes    drilled     for 

24  Carriage  bow  sockets,  b'x'd 

bolts,  in  bundles  

3 

25  Carriage  steps   (cast-iron), 
nnfinish'd.in  b'x'sorc'sks 

4 

5 

48  Neckyoke   centers,    boxed 
or  in  bbls... 

2 

$  Provision  for  crated  vehicles  will  apply  on  shipments  enclosed  on  all  sides,  including 
bottoms,  with  wood  frame  work  so  as  to  allow  of  their  being  taken  in  and  out  of  the  cars  with- 
in the  crates;  all  parts  should  be  enclosed  except  shafts,  poles  or  wheels;  wheels  must  be 
racked  or  crated. 

!'  Ratings  will  not  apply  on  spring  wagons  with  fixed  or  standing  tops. 


356 


[71] 

Classification — Continued . 


V 

L.C.  L. 

C.  L. 

V 

L.C.L. 

C.  L. 

VEHICLES,  PARTS  OF—  Con'd. 
1  Poles,  buggy,  cart  or  car- 
riage, finished  

Ifce 

VEHICLES,  PARTS  OF—  Con'd. 
33  Wagon    skeins   and   axle 
boxes,  in  boxes,  bbls.  and 

2  Poles,  buggy  and  carriage, 

casks  

4 

5 

not  further  finished  than 
primed    or  shellacked, 
ironed 

3 

34  Wagon  umbrellas  and  sun- 
s  hades,   for  protecting 
wagon  seats,  in  boxes  or 

3  Poles   truck   or   wagon    in 

bales. 

1 

the  white  (not  rurther  fin- 

35 Wagon  tires,  loose.      .  . 

2 

5 

ished  than  primed  or  shel- 
lacked) ironed  

3 

36  Wagon  tires,  in  bundles..  .. 
37  Wagon  tongue  supports.. 

3 
2 

5 

4  Poles,  wagon,  finished  
5  Poles,  wagon  (iron),  unrin- 
ished 

1 

3 

38  Wagons,  finished  parts  of, 
39    Wheels,  bicycle  sulky  ,  bxd 

m 



6  Hacks  for  lumber  wagons.. 

1 

or  crated  

Dl 

7  Rods  (for  wagon  gates),  in 
bundles  
8  Rods  (for  wagon  gates),  in 

3 

5 

40  Wheels,  carriage,  boxed  or 
crated,  with    pneumatic 
tires  

Dl 

boxes,  bbls.  or  casks 

4 

5 

41  Wheels,  carriage,  boxed  or 

9  Shafts,  buggy,  carriage,  cart 
or  wagon,  finished,  S.  U.. 
10  Shafts,  buggy,  carriage,  cart 
wagon,  tak'n  apart,  ironed 
11  Shafts,  wagon  and  carriage. 

IK 
1 

crated,  with  solid  rubber 
tires  
42  Wheels,  carriage,  cart,  sprg. 
wagon  or  buggy,  N.O.S., 
boxed  or  crated  

V/2 
l1^ 

in  the  white  (not  further 
finished  than   primed  or 
shellacked),  S.  U  
12  Seats,  buggy  or  carriage 

l1^ 

43  Wheels,  dummy,  wagon.  .. 
44  Wheels,  iron,  wagon  
45  Wheels,  solid    wood,   iron 
tired      

•    2 
2 

7 
5 

5 

(iron  backed),  nested,  in 
boxes  or  crates  
13  Seats,  wagon,  wood,  crated 
or  boxed  
14  Seats,  wagon,  wood,  nested 
and  boxed  or  crated  
15  Shoveling  boards  and  wag- 
on box  end  gates  . 

2 
1 
3 
3 

7 

46  Wheels,  wagon    and   car- 
riage, ironed,  in  the  white, 
or    not   further   fini-het 
than  primed  
47  Wheels,  wagon,  carriage  or 
buggy,  in  the  white,  (not 
further    finished    ihan 
primed  or  shellacked) 

1 
1 

16  Sled   runners  (wooden    or 
iron),  in  bundles  

3 

48  Wheels,  wagon,  N.  O.  S.... 

1 

6 

17  Sleigh  bobs  

1 

49  V  chicles,   children's,   and 

18  Sleigh  bodies  (see  rule  17), 
N.  U.  S 

3tl 

parts  of,  O.  R.  B.  and  C., 
or  released  as  follows  • 

19  Sleigh  bodies  (see  rule  17), 
boxed  or  crated 

Dl 

50  Axles  (iron),  for  children's 
vehicles 

4 

6 

20  Sleigh  bodies  (see  rule  17). 
nested,  boxed  or  crated. 

\VZ 

51  Bottoms  for  children's  car- 
riages, in   bdls.,  crates  or 

21  Sleigh  runners  (wooden  or 
iron),  in  bdls.  (see  rule  17) 
2?  Spokes,  in  the  white   (not 
further    finished    than 
primed  or  shellacked) 

9 

3 

boxes,  cane  
52  Bottoms  for  children's  car- 
riages, in  bdls.,  crates  or 
boxes,  wooden  
53  Boys'  toy  hook  and  ladder 

1 
2 

23  Springs,  carriage  or  wagon. 
24  Spring's,  wagon  seat 

3 
3 

trucks,   K.   D.,  boxed  or 
crated.. 

_ 

25  Storm  aprons  and    leather 
panel  protectors,  for  car- 
riages, in  packages  ...... 

1 

54  Children's    vehicles  and 
parts  of,  viz:    Carriages, 
carts,   combined    baby 

26  Wagon  beds  (ordinary  farm 
or  ex.  wagon  bodies!,  S.U. 

Dl 

walkers  and  rockers,  doll 
carriages    sleds,  sleighs, 

27  Wagon  beds  (ordinary  farm 
orexpr's  wagon  bodies), 
K.  D.,  in  bundles.. 

1 

velocipedes,    bicycles 
(wheels   not   exceeding 
twenty-four  (24)  inches  in 

28  Wagon  brakes  and  locks, 
boxed  or  crated 

3 

diameter),  tricycles,  wag- 
ons, wheelbarrows,  boys' 

29  Wagon  dumps.  K.D.,box'd 

3 

toy    hook   and     ladder 

30  W'g'n  panels,  in  the  white, 
in  packages 

3 

trucks  and  hobby  hor-es. 
inin.  weight,  12,  000  Ibs  . 

3 

31  Wagon  reaches  or  coupling 
poles,  finished 

1 

55  Carriages,  baby  or  child'ns. 
set  up,  wrapped 

3tl 

32  Wagon    skeins   and    axle 
boxes,  O.  R.  B... 

3 

5 

56  Carriages,  babv  or  child'ns, 
set  up,  crated... 

2J/2tl 

357 


[72] 

Classification— Continued. 


V 

L.C.L. 

C.L. 

•VT 

L.C.L. 

C.L. 

VEHICLES,  CHILDREN'S  AND 
PARTS  OF—  Concluded. 
IfCarriages.baby  or  child'ns. 
K.  D.,  boxed  or  crated  
2fChildren's  carriages,  ship- 
ped without   wheels,  K. 

Ifca 



22  Rough    sawed    felloes, 
hounds  and  spoke  bolts  .. 

23  Wagon  wood,  in  the  rough, 
sawed  to  dimensions  (not 
further  finished)  

4 
4 

Hard 
lumber 
rates 

L'mb'r 
tariff 
rates 

D   boxed  or  ciated  . 

Dl 

3  Carriages,  baby  or  child'ns. 
parts  of,  N.  (_).  S.,  packed 
in  boxes  or  crates  

ifc 

24§  Wagon,  carriage  and  plow 
material: 
25  Axles  (iron,  steel  or  wood\ 

6 

4  Dolls'  carriages,  boxed,  re- 

26 Bows,  brakes     . 

g 

leased  

j 

27  Doubletrees. 

g 

5  Iron  rods  for  children's  ve- 

28 Felloes,  gearing 

g 

hicles,  boxed  or  crated  

4 

6 

29  Hubs   . 

g 

6  Jumpers,  baby,  boxed  

1 

30  Neck  yokes 

g 

7  Self-propelling  wagons, 

31  Plow  beams  and  handles. 

g 

children's,  b'x'd  or  crated 

j 

32  Shafts,  singletrees,  spokes 

g 

8  Sleds  and  sleighs,  child'ns, 

33  Springs  

g 

S.  U.. 

Dl 

g 

9  Sleds  and  sleighs,  child'ns. 
K.  D.,  flat,  b'x'd  or  crated. 

1 

35  Wagon  and  plow  malleable 
castings.. 

g 

10  Sleds,  clipper,nested,crated 
or  securely  cleated  

1 

36  Wagon,  sled  and   sleigh 
wood  .  . 

g 

11  Springs,  for  children's  ve- 

37 Wheels. 

g 

hicles,  boxed  or  crated.  .   . 
12  Top  braces   for   children's 
vehicles  boxed 

4 
4 

6 
g 

13  Velocipedes  (iron)  child'ns, 
boxed.. 

1 

V 

14  Wagons,  carts  and  wheel- 

38 Vellum,  in  uackages  

\yz 

barrows,  children's,  set  up 

Dl 

39  Veneered,  built-up  or  com- 

15 Wagons,  carts  and  wheel- 
barrows, children's,  box'd 
or  crated.'.  

1^ 

pound  wood,  in  bundles. 
40  Veneered,  built-up  or  com- 
pound wood,  in  crates  or 

2 

16  Wagons,  carts  and  wheel- 

boxes . 

3 

barrows,  children's,  K.D., 
in  bundles  

1 

41  Veneered,  built-up  or  com- 
pound WOOL 

5 

17  Wagons,  carts  and  wheel- 
barrows, children's,  K.D., 
boxed  or  crated       .   .. 

2 

42  Veneering,  in  bundles  
43  Veneering,  in  crates  or  bxs. 
44  Ventilators    caps  or  cowls 

0 

3 

5 

8 

18  Wheels,   rubber    tired,   for 
children's  vehicles  

19  Wagon,  carriage  or  sleigh, 

1 

5 

galvanized  or  sheet  iron.. 
45  Ventilators,   \\indow    (not 
wire  screens),  boxed  
46  Vermicelli,  in  boxes 

Dl 

1 
3 

3 

3 
5 

wood,  in  the  white,  bent 

47  Vinegar,  in  wood  

4 

5 

not  iron°d. 

2 

7 

48  Vinegar    in  tank  cars  to  be 

20  In  the   white,    sawed   or 
turn'd  (not  b'nt)  to  shape, 
not    ironed    (including 
tenoned  spokes,  hubs,  not 

furnished  by  shippers 
min.  weight   24.000   Ibs., 
empty  tanks  returned 
free                              .  .   . 

5 

further  finished  than  mor- 
tised    and  primed,  and 
wooden    road    scraper 
sides)  .. 

4 

49  Vinegar,  in  glass,  packed.  .. 
50  Violin  cases,  crated  or  bxd, 
(C.  L.,  min.  weight  12,000 
Ibs) 

4 

1)4 

5 

9 

21  Lumber,  plow    beams  and 
handles    (in    the    rough) 

51  Vitrol,blue,in  boxes,  kegs, 
bbls.  or  casks 

4 

6 

and  rough  sawed  felloes 
and  hounds,  mixed  C.  L. 
only  (exc'ption  to  rule  21) 

7 

52  Vitriol,  oil  of,  in  carboys..  .. 
53  Vitriol,    oil  of,    in   iron 
drums..  .. 

1 

1     i 

6 
6 

tChildren's  carriages,  to  be  entitled  to  the  K.  D.  rating,  should  have  wheels  and  canopies 
detached,  the  springs  removed  or  unfastened,  and  the  bodies  brought  flat  on  the  reaches. 
Where  bodies  are  mounted  on  springs,  shipments  are  ratable  as  set  up. 

§Wagon,  carriage  and  sleigh  wood  and  wagon,  plow  and  carriage  material  may  be  loaded 
with  "vehicles  and  parts  of"  in  mixed  car  loads  at  the  rate  provided  for  the  latter. 


358 

[73] 

Classification — Continued. 


w 

L.C.L. 

C.  L. 

W 

L.C.L. 

C.  L. 

1  Wadding 

1 

30  Water  closet  hoppers  and 

2  Wainscoating,       paneleng 
and  other   inside    house- 
finishing  wood  or  house 
trimmings  (wood)  N.    O. 
S.  in   bundles,    crates   or 
boxes    

4 

7 

fixtures,    iron  ,    porcelain 
lined,  loose  
31  Water  closet  hoppers   and 
fixtures,    iron,    porcelain 
lined,    in  crates,    boxes, 
bbls.  or  casks  

2 
3 

5 

5 

3  Wainscoating,        paneling 
and   other   inside   house 
finishing  wood,  or  house 
trimmings  ^wood)  N.O.S. 
4  Wainscoating  boards,  base 

7 

32  Water  closet  ranges,    iron, 
same  as  water  closets  iron 
33  Water  closet  range    parti- 
tions, wood  or  iron,  K.  D. 
flat  

3 

5 

boards,  paneling  boards, 
window   casing     boards, 

34  Water  closet  tanks,  iron, 
loose 

2 

4 

and  flooring  boards,    in 
full  lumber  lengths 

4 

Lumb'r 
rates. 

35  Water  closet  tanks,  iron,  in 
packages 

3 

4 

5  Wall  cleaning   compound, 
in  packages  
6  Wall  protectors,  boxed  
7  Warehouse  cars,   chemical 

4 

1 

5 

36  Water  closet  tanks,  wooden 
not  crated  or  boxed  
37  Water  closet  tanks,  wooden 
crated  or  boxed 

1H 

1 

5 

fiber,  in  crates  or   boxes.. 
8  Warehouse  cars,  leatheroid 

Dl 

6 

38  Water  coolers,  boxed  or  se- 
curely crated  .  ... 

1 

in  crates  or  boxes 

Dl 

6 

39  Wax,  N.  O.  S. 

1 

9  Warp    N.  O.  S        ... 

1 

4 

40  Wax,   bees' 

1 

3 

10  Wash  benches,  K.  D      flat 

41  Wax,  Japan 

4 

5 

or  folded  flat,  in  bundles, 

42  Wax,  mineral,  crude    

4 

6 

crates  or  boxes 

3 

5 

43  Wax,  pararine 

4 

5 

11  Wash  benches  and  clothes 
wringers,  combined,  K.D. 
flat  or  folded  flat,  crated 
boxed 

2 

4 

44  Wax,  sealing,  N.  O.  S  
45  Wax,  sealing,  fruit  can   or 
fruit  jar,  in  boxes  or  bbls, 
46  Wax,  shoe  or  harness  mak- 

1 
4 

5 

12  Wash     boards,    combined 
wood  and    earthen  ware 
and  glass  (C.  L.  min.   wt. 

ers'  in  boxes  or  bbls  
47  Wax,  vegetable,  N  .  O.  S.  .  .  . 
48  Wax  figures,  boxed  

3 
4 
Dl 

'"5" 
1 

12  000  Ibs 

2 

6 

49  Wax  show  outfit    P   P    re- 

13 Wash     boards,     combined 

leased  .. 

Dl 

4 

wood   and   glass  (C.     L. 
min.  wt.  12,  000  Ibs 

2 

6 

50  Wax  tapers  or  gas  lighters, 
boxed 

3 

5 

14  Wash  boards    self  acting, 

51  Weather  vanes  K.  L).  boxed 

S.  U.  (C.  L.min.  wt.    12,- 

52  Webbing.  N.  O.  S     .   .. 

000  Ibs 

1 

6 

53  Webbing   bnr'ap  or  jute 

15  Wash  boards,   self  acting, 

54  Webbing,  elastic      ...     . 

K.  D.  boxed  or  crated  (C 

55  Whalebone 

L.  min.  wt.  12.000  Ibs).... 
16  Wash  boards,  N.  O.  S.    (C. 

2 

6 

56  Wheat,  C.  L  

Wheat 
tariff 

L.  min.  wt.  12,  000  Ibs  
17  Washing  compound,  dry  in 
packages 

2 
5 

6 
6 

57  Wheelbarrows,  iron  or 
wood,  S.  U. 

1 

rates. 

18  Washing  compound,  liquid 
in  bottles,   packed  

2 

4 

58  Wheelbarrows,  iron  or 
wood,  with  legs  and 

19  Washing  compound,  liquid 
in  bbls 

5 

6 

wheels  packed  separately 
or  in  trays  

3 

20  Washing  crystals  
21  Washing  extracts  or  liquids 
in  bottles,   packed  

5 

2 

6 
4 

59  Wheelbarrows,  iron  or 
wood.  K.  D.  flat,  legs, 
wheels  and  handles  de- 

22 Washing  fluid  in  carboys. 
23  Water  closets,  N.   O.  S.  in 

1 

4 

tached  and  fastened  to 
barrows. 

3 

packages  

2 

60  Wheelbarrows,       iron      or 

24  Water  closets,    crockery  or 
earth  era  ware,  packed  
25  Water  closets,  iron  loose.. 
26  Water  closets,  iron,  in  crates 

4 

2 

5 
5 

wood.  K.  D.  trays  nested 
and  strapped,  leers,  wheels 
and  handles  packed    sep- 
arately 

3 

boxes,  bbls.  or  casks  
27  Water  closets,  iron,  porce- 
lain lined,  same  as  wate 
closets   iron 

3 

5 

61  Wheelbarrows.       iron      or 
wood,  K.   D.    flat,    trays 
nested  and  strapped,  rack- 
ed or  boxed 

3 

28  Water  closet  cases  or  seats, 
wooden,  S.  U.    wrapped 

62  Wheelbarrows.       iron      or 
wood    in  in    wt  20  000  Ibs 

6 

crated  or  boxed  
29  Water  closet  cases  or  seats 
wooden,  K.  D.  flat,  wrap 

3 

7 

63  Wheel  guards    or   fenders, 
(for  street  cirs)  K.  D.  fla 
or  folded  flat  

3 

6 

ped,  crated  or  boxed  

3 

7 

359 

[74] 

Classification — Continued . 


w 


L.C.L. 


C.  L. 


W 


,.C.L.    C.  L. 


1  Wheels,  iron  or  wood,  for 

children's  bicycles  or  tri- 
cycles, in  bundles .. 

2  Wheels,  iron  or  wood,  for 

chilnren's  bicycles  or  tri- 
cycles, crated  or  boxed,. 

3  Wheels,  iron  or  wood,   for 

children's  bicycles  or  tri- 
cycles  

4  Wheels,  iron  or  wood,   for 

children's    carriages,     in 
bundles 

5  Wheels,  iron  or  wood,   for 

children's  carriages,  crat- 
ed or  boxed 

6  Wheels,  iron  or  wood,    for 

children's  carriages 

7  Wheels,  iron  or  steel,  in  the 

rough,  unfinished,  N  .O.S. 

8  Wheels,  iron  or   wood    re- 

quiring   flat    or    gondola 
car,  min .  wt.  4, 000  each .... 

9  Wheels,  iron  or  wood,  re- 

quiring flat  or  gondola  car 

10  Wheels,  polishing, cloth,  in 

boxes,  bbls.  or  casks . . . 

11  Wheels,    turbine,      water, 

5. 000  Ibs.  each  or  less 

12  Wheels,  turbine,  water.over 

5, 000  Ibs.  each 

13  Wheels,  water,  iron,  N.  O. 

S 

14  Wheels,  wheelbarrow,  iron 

or  wood,    in    bundles   or 
crates 

15  Wheels,  wheelbarrow,  iron 

or  wood 

16  Whiting  

17  Wick 

18  Willow  cuttings  in  bundles 

19  Willow  cuttings 

20  Willow  ware,  N.  O.  S 

21  Windlasses 

22  Window   and    curtain  cor- 

nices, boxed 

23  Window  frame  stock  or  stuff 

wooden,  K.  D 

24  Window  hollands.N.  O.  S. 

boxed 

25  Window    hollands,    plain, 

uncut  and  undecorated . . . 

26  Window  shades,  boxed.... 

27  Window    ventilators,    (not 

wire  screens)  boxed 

28  Wire,  N.  O.  S 

29  Wire,  barb 

30  W7ire  binding  or  wire  ties . . 

31  Wire,  brass 

32  Wire,  copper 

33  Wire,  copper,  insulated  on 

reels  or  in  coils 

34  Wire, coppered. galvanized 

or  steeled 

35  Wire,  fence 

36  Wire,  insulated  or  covered 

37  Wire,  iron  in  boxes  or  casks 

38  Wire   maitress,    in    boxes, 

bbls  or  casks 

39  Wire,  steel,  in  boxes,  bbls. 

casks  or  reels 

40  Wire  bonnets  (spark  arrest- 

ers)   

41  Wire  cracker  or  cake  pans, 

flat  or  nested,  solid    crat- 
ed or  boxed 

4?  Wire  goods,  N.  O.S 


3tl 
3 


4 
4 
3 
4 

4 

4 

Dl 


3 
Dl 


5 

Lumb 
rate. 


43  Wire  goods,  N.  O.  S.  flat  or 

nested  solid,  boxed 

44  Wire   guards,    for   offices, 

stores,  etc. .crated  or  bxd 

45  Wire  rods 

46  Wire  rods,   per  gross    ton, 

2.240  Ibs 

47  Wire  rope,  iron  or  steel,  in 

reels  or  coils 

48  Wire  staples,  nails,    spikes 

and  hay  bale  ties  (other 
than  copper)  in  straight  or 
mixed  C.  L.  unless  other- 
wise provided  for 

fNOTE.— Where  special  rates 
are  provided,  the  C.  L. 
rate  for  wire  shall  govern 
in  the  case  of  mixed  car- 
loads, excepting  that  if 
lower  rate  is  provided  for 
plain  than  for  barb  wire, 
the  latter  rate  will  govern, 

49  Wire  lathing,  in  bdls.,  bxs. 

or  crates 

50  Wire  netting,  O.  R.   W.   or 

rust 

51  Wire  rope,  copper.on  reels 

or  in  coils 

52  Wood  filler,  in  tin  cans  or 

pails, crated  bxd.  or  pack- 
ed in  bbls 

53  Wood  filler, in  kegs,1^  bbls 

or  bbls 

54  Wood   flour,  for  hi»h  ex- 

plosive, in  bales 


55  Wood  (fuel)  

56  Wood  kindling,  in  bundles 

or  crates 

57  Wood,   petrified 

58  Wood  preservatives,  N.  O. 

S., same  as  paints,  N.  O.  S. 

59  Wood  pulp  board,  in  bdls.. 

60  Wood  pulp  board 


61  Woodeu  bridge  material.. . 

62  Wooden  images   and   fig- 

ures, well  packed  in  bxs., 
bbls  or  casks 

63  Woods  of  value  (cocobolo, 

ebony,  lignum-vita;, ma- 
hogany, rosewood  and 
other  valuable  foreign 
woods)  in  boards  or 
planks 

64  Woods  of  value  (as  above) 

logs 

65  Wood,  articles  n  anufactur- 

edof: 

66  Balusters,     stair     rail     and 

newel  posts,  in  bdls 

67  Balusters,    stair   rails     and 

newel  posts,  in  boxes 

68  Balusters,  stair  rails  and  oth- 

er turned  work,  N.  O.  S..  - 

69  Barrel      covers,      wooden, 

nested 

70  Barrel  covers,  wooden,  min 

wt.20,000  Ibs 

71  Blinds,  N.  O.  S 

72  Blinds,  ventian,    boxed    or 

crnted 

73  Blind  orshutterslats, wood- 

en, in  bdls., crates  or  bxs. 


5 
5 
4 

5 
5 

5 

Soft 
coal 
rates. 


7 

Lumbr 
rateal 


360 

[75] 

Classification  —Continued. 


L.C.L. 


C.  L. 


L.C.L. 


C.  L. 


WOOD  ARTICLES—  Con- 
tinued. 

1  Bowls,   wooden,    boxed  or 

racked 

2  Bowls,  wooden .  -. 

3  Brackets,      carpenters',! 

wooden,  K.  D.  flat  or 
folded 

4  Brackets,   wooden,   N.   O 

S.,  finished  and  boxed...          3 

5  Brick  trays,  wooden j         4 

6  Buckets,  in  bundles  or  racks 

(C.L.,  minimum  weight 
20,000  Ibs.) 

7  Bungs,  or  plugs,  wooden, 

in  packages,  (C.  L.,  min- 
imum weight  12,000  Ibs.) .  3 

8  Butter  carriers,  wooden 3 

9  Butter  ladles,   wooden,   in 

packages 3 

10  Butter  ladles,  wooden,  (C. 

L.,  minimum  weight 
12.000  Ibs.) | 

11  Butter  moulds,  wooden,  in! 

packages,  C.  L.,  mini- 
mum weight  12,000  Ibs.) ..  3 

12  Butter  packers,  wooden,  in 

crates,  in  boxes 3 

13  Butter     plates,      wooden, ; 

nested 3 

14  Butter  plates,  wooden    (C. 

L.,  minimum  weight  12,  - 
000  Ibs.) ! 

15  Butter  and  lard  tubs,    pails 

and  firkens  (C.  L.,  mini- 
mum weight  12.COO  Ibs.) ..  1 

16  Butter  and  lard  tubs,  nested; 

covers  in  bundles  (C.  L.,  | 
minimum  weight  20,000 
Ibs.) 2 

17  Butter  workers,  S.U i         1 

18  Butter  workers,  K.  D 2 

19  Pie  plates,  wooden, nested.          3 

20  Pie  plates,  wooden  (C.  L., 

minimum  weight  12,000 
Ibs.) i 

21  Churns,    loose i         \ 

22  Churns,    frames,   K.  D.,  ini 

bundles    a  n  d    cvlinders 

or  boxes,  O.R.C 2 

23  Churns,  completely,  K.D. 

boxed 3 

24  Churns,  (minimum  weight 

12,000  Ib.s) | 

25  Cisterns,  wooden !     D  1, 

26  Cisterns,   wooden,    requir- 

ing flat  or  gondola  car. 
minimum  weight  4,000 
Ibs.  each 1 

27  Cisterns,  wooden,   K.    D  , 

in  bundles 

28  Clothes  pins,    boxed  (C. 

L.,  minimum  weight 
12, 000  Ibs.) 

29  Clothes  pounders,  wooden, 

in  crates  or  boxes .-.. 

30  Cl   thes    racks.    K.    D.    or 

folded  flat,  in  bundles,! 
crates  or  boxes 

31  Clothes  reels,  K.  D..box'd 

or  crated 

32  Club?,  Indian,  wooden,    in 

packages 

33  Cogs,  wooden,   in  bbls.  or! 

boxes 


Wpoo  ARTICLES— Con- 
tinued. 

34  Cornices,  window,  wooden. 

in  boxes  

35  Cornices,  window,  wooden 

36  Counters  and  shelving,  for 

offices  and  stores,  loaded 
in  boxcars,  (C.  L.,  mini- 
mum weight  20,000  Ibs.) . . 

37  Cpvers,  wooden,  N.   O.  S. 

in  bundles,  boxes  or  racks 

38  Covers,  wooden,  N.  O.  S. 

(minimum  weight  20,000 


39  Dairy  spades,  wooden,    in 

crates  or  boxes 

40  Dowel    pins,    wooden,    in 

packages 

41  Dowel  pins,  wooden 

42  Dumb    bells,    wooden,    in 

crates,  boxes  or  bbls 

43  Firkins  and  kits,  empty  (C. 

L.,  minimum  weight  12,  - 
000  Ibs.) 

44  Firkins,   empty,    in    nests, 

(C.  L.,  minimum  weight 
12.000  Ibs.) 

45  Flooring,    fancy   or    com- 

pound wood,  in  bundles. 

46  Flooring,    fancy    or    com- 

pound wood,  in  crates  or 
boxes 

47  Gas    trays,     wooden,     in 

packages  (C.    L..    mini- 
mum weight  15. 000  Ibs  ). 

48  Grilles,  wooden,  K.  D..  or 

folded  flat,  crated  or  b'xd 

49  Gun  stocks,  in  the  rough, 

in  bundles,  crates  or  b'xs. 

50  Gun  stocks  in  the  rough. .. 

51  Handles,  wooden,  in   bun- 

dles or  boxes 

52  Handles,  wooden 

53  Handle  wood  bolts 

54  Headlinings,    wooden,    in 

bundles  or  crates. 

55  Head  linings,  wooden 

56  Hitching  posts,  wooden... 

57  Hosiery   boards,    wooden, 

in  boxes 

58  Ironing  tables.  K.    D.   flat 

or  folded  flat,  in  bundles, 
crates  or  boxe.-s 

59  Knives,  wooden,    in  boxes 

60  Ladders,  stei>  (C.  L',  mini- 

mum weight  12,000  Ibs.) . . 

61  Ladders,  wooden,    N.    O. 

S.    (C.    L..     m  in  i  mum 
weight  12,000  Ibs.) 

62  Ladder    stock   or    stuff, 

wooden,  in  the  rough, K. 
D..  in   bundles  or  crates. 

63  Last  blocks,  wooden,  in  the 

rough 

64  Mallets,  wooden,  in  boxes 

65  Measures,   wooden,  crated 

or  boxed  

66  Measures,    wooden,    mini- 

mum weight  12,000  Ibs... 

67  Mill  dogs,  wood 

68  M.  Hidings,  wood,   N.O.S. 

in   bundles  

69  Mouldings,  wood, finished 

and  unfinished,  boxed... 


361 


[76] 


Classification —  Concluded. 


w 

L.C.L 

C.  L. 

Y 

L.C.L. 

C.  L. 

WOOD  ARTICLES—  Con- 
cluded. 

32  Wrenches,      monkey      or 
screw,   boxed  

3 

1  Mouldings,  wood,  common 

33  Wringers,  centrifugal  

1 

building-  or  carpenter  
2  Pails,    wooden,      (C.     L., 

4 

7 

34  Wringers,      clothes,       not 
boxed  . 

D  1 

*4 

minimum    weight   20,000 
Ibs.)  

2 

6 

35  Wringers,    clothes,    crated 

9 

3  Partitions,  rolling  or  fold- 
ing,   wooden,    crated  or 
boxed  

3 

5 

36  Clothes     wringer     frames, 
crated  or  boxed  

2 

4 

4  Pickets,  wood  

4{ 

L'mb'r 

crated  or  boxed  .'  

Dl 

4 

5  Picture  backing,  in  bundles 
or  boxes. 

1 
4 

rates 

Y 

6  Picture  backing  

7 

7  Porch    columns,   wooden, 
ir.  bundles  

4 

7 

38  Yacht  knees  
39  Yard  sticks    wooden  crat'd 

4 

5 

8  Potato   mashers,    wooden, 

or  boxed 

2 

5 

in  packages  

3 

40  Yarn,  N    O    S 

9  Potato  mashers,  wooden... 

6 

41  Yarn,  asbestos,  in  packag's 

1 

10  Rolling  pins,   wooden,    in 
packages  

3 

6 

42  Yarn,     coir,     in     rolls     or 
pressed  in  bales 

3 

4 

11  Saw     bucks,     wooden,    in 

43  Yarn  cotton,  in  bags  

1 

bundles  

3 

5 

44  Yarn,  cotton    in  bales 

m 

12  Saw  bucks,  wooden,  K.  D. 
in  crates  or  boxes  
13  Scoops    or   shovels,    flour, 

3 

5 

45  Yarn,  flax,  in  bales  or  cases 
46  Yarn,  hair,    in  compressed 
bales  

3 

wooden,  boxed  or  crated 

3 

47  Yarn,  jute,  in   bales  

3 

14  Scoops  or   shovels,    floi.r, 
wooden  

5 

48  Yarn,     lath,    in     coils     or 
packages 

3 

4 

15  Shutters,   wooden  

4 

7 

49  Yarn,  linen,  in  bales  

1 

16  Steak  pounders,    wooden, 

50  Yarn,  woolen  

1 

in  packages  

3 

51  Yeast 

3 

4 

17  Steak  pounders,    wooden 

5 

52  Yeast  cakes,  P.  P  

3 

4 

18  Sticks,      wooden     in      the 

53  Yeast  powder 

3 

4 

white,   for  canes  or  um- 
brella handles,  in  b'ndles 

2 

4 

54  Yellow   metal    (copper   or 
zinc)  

3 

4 

19  Sticks,     wooden,     in     the 

55  Yokes,  ox,  and  bows.  .  . 

9 

6 

rough,  for  canes  or  um- 
brella  handles  

3 

5 

20  Ten  pins,  b'xd  or  crated  .  .  . 
21  Ten  pins,  in  the  white 
22  Wooden  ware,    N.  O.   S., 
(C.    L.,     minimum     wt. 

1 

2 

5 
5 

z 

56  Zinc,  in  cases,  casks,  pigs, 
or  slabs 

4 

6 

12,000  Ibs.)  

1 

6 

57  Zinc,  in  rolls  or  sheets 

1 

4 

23  Wool,  in  sacks  or  bales.  .  . 

2 

58  Zinc,    chloride   of,  in  car- 

24 Wool,    in    sacks    or  bales, 

boys 

1 

r 

minim-urn   weight    20,  OCO 
Ibs.    (Rule  7  not  to    ap- 

59 Zinc,  chloride  of,  liquid,  in 
bbls           .       .   . 

3 

5 

ply)  

6 

60  Zinc,  chloride  of     dry     in 

25  Wool  cards  

1 

cans,  boxed  ...   . 

9 

5 

26  Wool     stock       and      wool 
waste,  in  sacks  or  bales 

4 

61  Zinc,    chloride  of,    dry,   in 
bbls  

3 

5 

27  Wool      stock     and      wool 
waste,  in  sacks  or  bales, 

62  Zinc,  scrap,  in  packages... 
63  Zinc,  scrap 

4 

'9 

minimum    weight    20,000 
Ibs.    (Rule  7  not  to  apply) 
28  Woolen  mill  sweepings,  in 
bags,  sacks  or  crates 

4 

6 

64  Zinc,    sheet,    in    cases     or 
casks  
65  Zinc,  sheet,  loaded  in  ends 
•  f  cars,    completely  en- 

4 

6 

29  Woolen  mill  sweepings,  in 
bags  or  sacks,    minimum 

enclose  J  or  boxed  
66  Zinc,  sulphate  of 

4 
4 

6 
6 

weight  20,  000  Ibs...    . 

6 

67  Zinc  dross,  in  bbls.  or  casks 

4 

30  Woolen      mill     sweepings 

68  Zinc  dross  

9 

and  wool  flocks,    pressed 
in  bales,  or  in  casks  or  in 
hhds  

5 

fi9  Zinc  flue  dust,  in  packages. 
70  Zinc  nails,  in  boxes  or  k'gs 
71  Zinc  skimmings  in  p'kgs 

4 
3 
4 

6 
5 
6 

31  Woolen  mill  sweepings,  in 

72  Zinc  stove  boards 

3 

bulk,  not  taken  . 

73  Zylonite  goods,  in  pk'gs.  .. 

1 

WM.  KlLPATRICK, 

Secretary. 

CHAS.  J.  SMITH. 

As st.  Secretary. 


JAMES  S.    NEVILLE,    Chairman. 
ARTHUR  L    FRENCH, 
I.  L.  ELLW  OOD, 

C'omm  is  s  toners . 


362 

[77] 

STATE    OF    ILLINOIS 
RAILROAD    AND    WAREHOUSE    COMMISSION 


SUPPLEMENT   No.  1 


TO 


Illinois  Commissioners''  Classification  No.  10,  in  Effect  July  1,  1906 


L.C.  L. 

C.L. 

L.C.L. 

C.L. 

A 

Couches,  metal- 
Folding,  S.U  

V/2 

Animal  foods  (not  condition 
powders),  in  bags       .  .. 

4 

_ 

Backs  folded  flat  on  seats 
or  against  sides 

1 

Alumina,  sulphate  of,  boxes, 

Folded  flat 

2 

barrels  or  bags  

6 

Completely  K  D    boxed 

3 



Automobiles,    min.  weight 
10,000  Ibs  



1 

Axle  grease,  in  buckets,  pails 
or  tubs. 

3 

5 

F 

Axle  grease,  in  boxes,  barrels, 
kegs  or  kits. 

4 

5 

Fruit,  green,  N.O.S.,  P.  P.  or 

Axle  grease,  in  tin  cans,  bxd  .  . 

4 

5 

20,000  Ibs  

1 

5 

B 

Fruits,    green,    in  straight  or 
mixed.     C.    L.    of    grapes, 
peaches,    pears   or    plums, 
min.  wt.  20  000  Ibs 

5 

Beds,  folding,  min.  C.  L.  wt. 
10,000  Ibs 

4 

Beds,    mantle   folding,    min. 
C.  L.  wt.  10,  000  Ibs  

4 

IVI 

Berries,  all  kinds,  except  cran- 
berries, green  P.  P.  or  guar- 

Marbleine, grave  vaults,  crated 
or  boxed 

2 

5 

anteed,  min.wt.  20.0COlbs... 
Hottle  carriers,  empty  

1 

3 

4 

Milk,  in  glass,  boxed  
Mop   handles,   with    metallic 

1 

Broom  corn,  pressed  in  bales, 
min.  wt.  12,  000  Ibs. 

4 

heads,  in  bundles  
Mop    handles    with    metallic 

2 

heads,  crated  or  boxed  

3 

C 

Carbon,  bi-sulphide  of,  in  cans 
hermetically    sealed,    each 
weighing  5  Ibs.  or  less,  bxd 

1 

O 

Ovens,   bake,    sectional  steel 
and  tile,  including  tire  brick 

Casein,  in  sacks  or  barrels  

2 

5 

K.  D.,  boxed 

3 

5 

Chautauqna  outfits,  consisting 
of  tents,  poles,  camp  chairs, 
circus  seats,torches.  bedding, 
etc..  C.L.  min.wt.  20.  000  Ibs. 
(Rule  7  not  to  apply  i  

...„. 

7 

p 

Pads,  hoof,  leather  or  rubber 

1 

Corn,  seed  on  the  ear,  in  crts. 

i   Paste,  powder,  in  boxes  ... 

3 

363 

[78] 

Supplement  No.  1 — Continued. 


L.C.L. 

C.  L. 

L.C.L. 

C.  L. 

Pianos   and    organs,    boxed, 
min.  C.  L.  wt.  10,000 

. 

2 

K 

Pipe   steel   culvert 

4 

5 

Records    phonograph,  boxed 

1 

Pipe,  wrought  iron,   in   coils 
requiring    flat    or   gondola 
car,    min.  wt.   of   each  coil 
4,0001bs. 

1 

s 

Pipe,  covering,  magnesia  .... 

3 

5 

Salts,  Epsom  or  Glauber,   in 
bags  . 

4 

6 

and  bone  or  grain  screen- 
ings), in  bags  
Pretzels,  in  boxes  or  barrels, 
min.  wt.  20,000  

Props   min^ 

4 
4 

7 

5 
Soft 
coal 

Stoneware,  in  crates,  casks  or 
hhds.  weigh  'gl.OOOlbs.  or  less 
Stoneware,  in  crates,  casks  or 
hhds.weighing  over  1,000  Ibs. 

4 
3 

5 
5 

Punch  and  shear,  combined, 
K.  D.,  small  parts  boxed.. 

3 

rates 

W     . 

Wagons,  children's,  self  pro- 

Pumping jacks   K..  D. 

2 

pelling,  C.L.  m.  wt.  12,0001bs. 

3 

WILLIAM  KILPATRICK. 

Secretary. 
CHAS.  J.  SMITH, 

Assistant  Secretary. 


JAMES  S.  NEVILLE, 
ARTHUR  L.  FRENCH, 
ISAAC  L.  ELLWOOD, 

Commissioners . 


364 


[79] 

SUPPLEMENT  No.  2  TO  ILLINOIS  COMMISSIONERS'  CLASSIFICATION  No.  10. 
Effective  July  1,  1906. 


Distance  in  miles. 

In  cents 
per 
100  Ibs. 

2  miles  and  under.  .  . 
4  miles  and  over  
6     do 

2 
4 

2.8 
3.6 
4 

10    do 

6 

4  5 

15     do        

10 

4  9 

20  ..do... 

15 

5.1 

25  .  do  

20 

5.4 

30    do 

25 

5  7 

35  ..do  

30 

5.9 

40     do 

35 

6  2 

45     do 

40 

6  5 

• 

50  .  .do  .... 
55  .  .do  

45 
50 

6.8 

7. 

60  .  .do  

55 

7.3 

65     do 

60 

7  6 

70  ..do  
75     do 

65 
70 

7.9 
8  1 

80  .  .do  ... 

75 

8.3 

85  ..do  
90    do 

80 
85 

8.4 
8  6 

Apples   green    P  P  or  guaranteed,  C.  L 

95  .  .do  
100     do 

90 
95 

8.7 
8  9 

105  .  .do  

100 

9. 

Apple  waste    green  or  dried  in  sacks,  boxes  or 

110     do     .   . 

105 

9  2 

barrels   C  L 

115     do 

110 

9  3 

120  .  .do 

115 

9  4 

Melons   in  bulk  or  packages   C    L 

125     do 

120 

9  6 

130  .  .do                   

125 

9.7 

Pears   in  baskets   boxes  or  barrels   C.  L. 

135     do 

130 

9  8 

Potatoes     in  bulk  or  packages,  O.  R.,  minimum 

140  ..do  
145  ..do 

135 
140 

10. 
10  1 

weight  20  000  Ibs   C  L                                                 1 

150     do 

145 

10  2 

155  .  .do  

150 

10  4 

Vegetables   straight  or  mixed'  car  loads  of  aspara- 

160    do 

155 

10  5 

gus,  beans,  beets,  cabbage,  cauliflower,  carrots, 
celery   corn   cucumbers    eggplant   garlic   kale, 

165  ..do... 
170    do 

160 
165 

10.6 
10  8 

lettuce,  melons,  mustard,  mushrooms,  onions, 

175  ..do 

170 

10.9 

okra     parsley    peas    peppers     pumpkins     pie- 

180 .do 

175 

11 

plant,    parsnips,     potatoes,    radishes,     salsify, 
spinach,  squash   tomatoes  or  turnips*  minimum 

185  ..do  

iyo  .  do 

180 
185 

11.2 
11.3 

weight  20,000  Ibs.           .        .          .          

195  .  .do  

190 

11.5 

200  .  .do                     

195 

11  6 

210     do 

200 

11  7 

220  .  .do  
230    .do 

210 
220 

11.9 
12  1 

240  .  .do  
250  .  .do     

230 
240 

12.3 
12  5 

260     do 

250 

12  6 

270  ..do  
280    .do 

260 
270 

12-.8 
13 

%;90    do 

280 

13  2 

3(jO  ..do 

290 

13  4 

320  .  .do  ... 
340  .  .do  

300 
420 

13.6 
13  9 

36o     do 

340 

14  2 

380  ..do  
400  .  .do  
420  ..do... 

360 
380 
400 

14.4 
14.7 
14.9 

440  ..do/.  
460     do 

420 
440 

15. 
15  2 

. 

480  .  .do  

460 

15.4 

500  ..do... 

480 

15.6 

365 


[80] 


Supplement  No.  2 — Concluded. 


L.  C.  L.  SHIPMENTS. 

Bran,  ship  stuff  and  shorts,  in  sacks,  2,000  Ibs.  or 
over  30  per  cent  higher  than  car  load  rate 

Feed,  chopped  or  ground  in  sacks,  2,000  Ibs.  or  over, 
30  per  cent  higher  than  car  load  rate 

Flour,  in  barrels  or  sacks,  2,000  Ibs.  or  over,  30  per 

Attest: 

WM.  KlLPATRICK, 

Secretary. 
CHAS.  J.  SMITH, 

Ass't  Secretary. 


JAMES  S.  NEVILLE,  Chairman. 
ARTHUR  L.  FRENCH, 
ISAAC  L.  ELLWOOD, 

Commissioners. 


866 


[81] 

SUPPLEMENT  No.  3. 

ILLINOIS  COMMISSIONERS'  CLASSIFICATION  No.  10. 
Effective  July  1,  1906. 


READS— 

L.C.L. 

C.  L. 

SHOULD  READ— 

L.C.L. 

C.  L. 

Item  48,  page  9— 
Bluing,   liquid     in     glass 
packed 

3 

7 

Item  48.  page  9— 
Bluing  liouid   in    glassed 
packed    .... 

3 

4 

Item  49,  page  9— 
Bluing  liquid  in  bbls 

4 

7 

Item  49,  page  9— 
Bluing  liquid  in  bbls 

4 

5 

Item  23,  page  10— 
Books,  blank  in  boxes  

4 

7 

Item  23,  page  10— 
Books,  blank  in  boxes  

4 

5 

Item  17,  page  11— 
Boxes,  wooden,  turned  by 
lathe,  C.  L.  min.  weight 
20,0001bs  

2 

8 

Item  17,  page  11— 
Boxes,  wooden  ,  turned  by 
lathe,  C.  L.  min.  weight 
20,  000  Ibs  

2 

5 

Item  44,  page  19— 
Corn  cookers,  steam,  K.D.. 

3 

6 

Item  44,  page  19— 
Corn  cookers,  steam,  K.  D. 

2 

6 

Item  6,  page  22— 
Eave  troughs,  wooden  

3 

Item  6,  page  22— 
Eave  troughs,  wooden  

2 

Item  54,  page  32— 
Grape    cuttings   or  grape 
vines  in  bundles,  boxed. 

3 

Item  54,  page  32— 
Grape   cuttings   or   grape 
vines,  in  bundles,  boxed. 

1 

3 

Item  69,  page  33— 
Harness  hardware 

4 

Item  69,  page  33— 
Harness  hardware 

3 

Item  73.  page  33— 
Saddles  in  bales  or  boxes  .  . 

3 

Item  73,  page  33— 
Saddles  in  bales  or  boxes.. 

2 

Item  62,  page  50— 
Oatmeal  in  lots  of  2,  000  Ibs. 
or  over  20  per  cent  above 
C.  L.  rate  O.  R.  W.  & 
W. 

Item  62,  page  50— 
Oatmeal  in  lots  of  2,  000  Ibs. 
or  over  30  per  cent  over 
C.  L.  rateO.  R.  Wet  and 
waste. 

- 

Pianos   and   organs  wrapped 
and  immovably  braced  in 
car.C.L.  minimum  10,000 
Ibs 

2 

Unboxed  uprightpianos  ship- 
ped in  carloads  must  meet 
the   following  require- 
ments in  regard  to  load- 
ing: 

1st  —  Each  piano   to   be   com- 
pletely covered  (except 
bottom)  with  paper  hood 
and  tarpaulin  or  rubber 
cover. 

2nd—  Each    piano    placed    on 
wooden   shoes  not    less 
than    two     inches    thick 
freeing  castors  from  car 
floor. 

3H7 


[82] 

Supplement  No.  3 — Continued. 


READS— 

L.C.L. 

C.  L. 

SHOULD  READ— 

L.C.L. 

C.  L. 

3d—  To  the  back  ot  each  piano 

there  must  be  attached  2 

cleats,  not  less  than  one 

inch  thick  and  six  inches 

wide,  extending  not  less 
than  four  inches  beyond 

either  end  of  piano—  one 

at  top  and  one  at  bottom 

—each  fastened  with  not 

less  than  2%  inch  screws, 

ends  of  cleats  to  be  firmly 

secured   to  horizontal 

braces  screwed  to  sides 

and   ends    of   car,  the 

whole  forming  a  frame 

work  running  full  length 

and  width  of  car  and  so 

secured  as  to  absolutely 

prevent  any  end  or  side 

motion  of  pianos. 

4th—  A  sufficient  space  must 

be  left  between  pianos  to 

prevent  rubbing  or  chaf- 

ing. 

5th—  All  cleats  and  bracing  to 

be  of  hardwood  lumber 

not  less  than    one    inch 

thick  nor  less  than  six  in- 

ches wide. 

Unboxed  organs  to  be  secure- 
ly braced  in  car  in  similar 

manner  except   that  it 

will  not  be  required  that 

cleats  be  fastened  to  in- 

struments, and  if  castors 

are  removed  it  will  not 

be  required  that  the  or- 

gans be  set  on  shoes. 

One  empty  box  for  return  of 

wrapping,  and  harness  to 

be  included   with  C.  L. 

shipments  of  upright  pi- 

anos and  organs. 

Item  U,  page  52— 

Item  14.  page  52— 

Portraits    (not    paintings) 

Portraits   (not  paintings) 

boxed.net  invoice  value 

boxed,  net  invoice  value 

not  to  exceed  $10.00  per 

not  to  exceed  $10.00  per 

package  and  so  expr'ss'd 
in    shipping  receipt    by 

package  and  so  expr'ss'd 
in    shipping   receipt  by 

shipper  

2 

shipper 

1 

Item  32,  page  58— 
Sash  N.  O.  S 

L'mb'r 
rate. 

Item  32,  page  58— 
Sash.N.  O.  S             

7 

Item  18,  page  66— 

Item  18,  page  66— 

Trees,  shrubbery  and  dor- 

Trees, shrubbery  and  dor- 

mant plants  boxed  P.  P. 

mant  plants  boxed  P.  P. 

or   guaranteed  min.  wt. 

or  guaranteed   min.  wt. 

20,0001bs. 

20,0001bs  

7 

Item  3.  page  67— 
Tubs,  wash,  galvanized 

Item  3,  page  67— 
Tubs,  wash,   galvanized 

iron  ,  nested. 

iron  nested 

2 

5 

Stoves,  N.  O.S.  ,  crated  or  b'x'd 

2 

5 

Item  6,  page  67— 
Turned  stuff  ,  wooden,  N. 

Item  6,  page  67— 
Turned  stuff  .wooden,    N. 

O.S... 

4 

7 

O.S.  ..                           

3 

6 

[83] 

Supplement  No.  3— Concluded. 


READS^ 

L.C.L. 

C.  L. 

SHOULD  READ  — 

L.C.L. 

C.  L. 

Item  15,  page  71— 
Shoveling  boards    and 
wagon  box  end  gates  

Item  50,  page  71— 
Axles  (ironi  for  childrens' 
vehicles 

4 

7 
6 

Item  15,  page  71— 
Shoveling  boards  and  wag- 
on box  end  gates  

Item  50,  page  71— 
Axles  (iron)  for  childrens' 
vehicles.  .                     .  .. 

3 

6 
5 

Item  5,  page  72— 
Iron  rods  for  childrens'  ve- 
hicles, boxed  or  crated.  .  . 

Item  11,  page  72— 
Springs  for  childrens'  ve- 
hicles, boxed  or  crated  .  . 

Item  12,  page  72— 
Top  braces  for  childrens' 
vehicles,  boxed 

4 
4 
4 

6 
6 
6 

Item  5,  page  72— 
Iron  rods  for  childrens'  ve- 
hicles, boxed  or  crated  .  . 

Item  11,  page  72— 
Springs  for  childrens'  ve- 
hicles, boxed  or  crated. 

Item  12,  page  72— 
Top  braces  for  childrens' 
vehicles,  boxed  

3 
3 
3 

5 
5 
5 

Item  48,  page  72— 
Vinegar  in  tank  cars  to  be 
furnished    by   shippers, 
minimum  wt   24  000  Ibs. 

Item  48,  page  72— 
Vinegar  in  tank  cars   to  be 
furnished    by    shippers, 
min  weight  24  000  Ibs 

5 

empty  tanks  return  'd  free 

5 

Item;26,  page  76— 
Wool     stock      and     wool 
waste  in  sacks  or  bales.  .  . 

Item  28,  page  76— 
Woolen  mill  sweepings,in 
bags,  sacks  or  crates  

Bran,  ship  stuff  and  shorts 
in  sacks  2,000  Ibs.  or  over, 
30  per  cent  higher  than 
car  load  rate. 

4 
4 

Item  26,  page  76— 
Wool  stock  or  wool   waste 
in  sacks  or  bales  

Item  28,  page  76— 
Woolen   mill    sweepings, 
in  bags,  sacks  or  crates  .  . 

Wire  fencing  in  rolls  

Bran,  ship  stuff  and  shorts  in 
sacks  2,  000  Ibs.  or  over,    30 
per  cent  higher  than  C.  L. 
wheat  rate. 

3 

3 
^ 

8 

Horses  and  Mules — Correct  500  mile  rate  to  read  20.1. 

Correct  last  word  in  second  paragraph  of  Article  ''A"  Rule  9  to  read  'weight' 
instead  or  -'rate." 

Correct  error  on  page  111,  Mobile  &  Ohio  R.    R.    Co.,  should  be  erased  from 
this  page  and  appear  on  page  4,  as  a  road  of  CJass  "B." 
ATTEST:  ,T.  S.  NEVILLE,  Chairman. 

WM.  KILPATBICK,  Secretary.  ARTHUR  L.  FRENCH.    Commissioner. 

CHAS.  J.  SMITH.  Asst.  Secretary.  I.  L.  ELLWOOD,  Commissioner. 


369 


INDEX. 


Page  Item 

Acid,  acetic,  in  bbls.  or  iron  drums.  1  1 

Carbolic 1  2 

Dry 1  7 

Hydrofluoric 1  4 

Liquid  carbonic 1  3 

Lactic 1  6 

Acids,  N.  O.S 'l  9 

Acorns 1  14 

Actinolite 51  34 

Adding  machines 45  31 

Adamant  wall  plaster 1  15 

Adzes 1  17 

Advertising  boards 9  51 

Matter. 1  16 

Agalite 1  19 

Agate 1  18 

Agricultural  implements 1  20 

Hand 4  29 

Parts  of 3  33 

and  parts  of  returned 1  21 

Agricultural  implements,  N. O.S. .  1  27 

Alabastine  wall  finish 5  10 

Albums 54  3 

Albo  carbon 5  11 

Albumen 5  12 

Alcohol,  wood 43  52 

Ale 43  55 

Ginger 49  1 

Ginger  and  mineral  water  pack- 
ages  returned 14  50 

Allspice  61  43 

Almanacs  5  13 

Altars 28  33 

Alum 5  14 

Alumina 5  16 

Sulphate  of 5  17 

Aluminum 5  19 

Bronze 5  21 

Ware  5  24 

Ambulances 69  12 

Ammonia 5  25 

Anhydrous  liquid 5  25 

Aqua 5  26 

Cylinders  returned 14  53 

Drums  returned 14  53 

Nitrate 5  36 

Sulphate  of.. 5  37 

Ammunition n  39 

Cartridge  shells 59  41 

Andirons 5  40 

Anchor  building ,  36  42 

Anchors,  N.  O.S.  1 36  41 

Building 36  42 

Angle   iron   36  43 

Animal  food 25  39 

Heads  35  48 

Heads  unmounted 35  49 

Pokes 54  73 

Animals,    alive 5  41 

Domestic,  horned 44  16 

Stuffed  5  42  1 

-24  R  W 


Page  Item 

Annealing  boxes 10  50 

Anti  incrustator 5  49 

Anthracine 5  48 

Annunciators  5  47 

Annato 5  44 

Antimony  metal 5  50 

Crocus  of 5  52 

Anvils 36  44 

and    vises  combined  with  oil 

well  supplies 51  27 

Apple  chops 5  59 

Butter 5  63 

Driers 5  60 

Parers 5  61 

Waste 5  62 

Apples 5  56 

Cider 5  54 

Dried 5  55 

with  cider 5  58 

Apron  slats 3  41 

Aprons,    storm 71  25 

Aquariums 5  66 

Archery  goods 6  1 

Architectural  iron 39  36 

Arc  light  globes 31  51 

Lamps 42  7 

Argols 6  2 

Armatures 6  3 

Armor  plate 36  45 

Arms,  electric  light 39  37 

Telegraph 64  40 

Telegraph,  iron 64  41 

Arsenic 6  4 

Artists'  materials 6  5 

N.O.S 52  32 

Stretchers 6  6 

Asbestos 6  8 

Cement  and  boiler  covering..  6  9 

Cloth 6  10 

Crude  ore 51  37 

Mill. board 6  11 

Ash,  pearl  or  pot 6  16 

Soda 61  9 

Zinc 6  17 

Ashes,  brass 6  12 

Cottonseed  hull 6  14 

Wood 6  14 

Lead 6  15 

Asparagus 67  58 

Asphalt  plants 6  21 

Asphaltum  6  18 

Substitute  6  21 

Auger  stems  with  oil  well  supplies  51  27 

Auger  bits 6 

Augers  post 6 

Automatic  machines 45 

Automobiles 68 

Awnings 

Awning  fixtures 6  2o 

Axes..  6  26 

Axe  polls,  iron 

Axle  boxes 71  32 


370 
Index —  Continued. 


Axle  clips          

Page 

70 

Item 
12 

Barrel,  beer,  old  

Page 

Item 
34 

Couplings' 

70 

12 

Cider,  returned  

15 

14 

Grease 

32 

63 

Flour,  tin 

65 

18 

Axles,  combined      

70 

13 

Glycerine,  returned  

15 

25 

Iron  or  steel 

36 

47 

Iron,  oil  returned    .   . 

15 

28 

Iron,  for  children's  vehicles  .  .  . 
Wagon  or  carriage 

71 
71 

50 
25 

Oil,  returned  
Paper  

15 

7 

35 
23 

Wagon   roller  bearing 

79 

14 

R  eturned  . 

14 

49 

Wood,  with  wagon  material. 

70 

15 

Tar,  returned  
Vinegar   returned 

15 
15 

45 
48 

Barrows,  baggage  

7 

41 

H 

Kurr.ace,  charging 

7 

43 

Bars,  cutter 

3 

51 

Babbitt  metal                

6 

30 

Grate                  ..         ........ 

38 

24 

Baby   carriages 

71 

54 

Muck  or  puddle 

38 

68 

72 

6 

Sweep. 

3 

52 

Walkers 

71 

54 

Barytes 

7 

44 

Baby   walkers   and  rockers  com 

Base  knobs  

21 

18 

bined,  with  children's  ve 

Basins  and  bowls  . 

7 

45 

hides 

71 

54 

Basket  covers 

S 

1 

Backing,  picture                 .  .. 

76 

5 

Material    

8 

4 

Bag  holders 

6 

44 

Trucks 

66 

31 

Racks,  postal                    

56 

68 

Baskets    

7 

48 

Baggers,  grain 

4 

8 

Brass 

7 

46 

Bagging  

6 

31 

Fruit     

7 

52 

Bags 

6 

33 

Canvas 

7 

51 

Cement,  returned  

14 

54 

Steel  or  iron  

7 

54 

Cotton  

6 

36 

Over-handled        

7 

55 

Grain  or  salt 

6 

37 

Fruit,  returned 

15 

21 

P'eeding 

6 

39 

Splint   . 

8 

2 

Game 

6 

41 

Stave 

8 

2 

Mail         

6 

40 

Willow         

8 

2 

Paper 

52 

42 

Wire 

7 

47 

Rush     

6 

42 

Bate,  tanners  

8 

6 

Moth  paper 

6 

43 

Bath  tubs 

66 

65 

Returned  N.  O.  S  
Baking  powder         

15 

55 

1 
53 

Baths,  blotter  
Bats,  baseball        

9 

8 

46 

7 

Balusters 

74 

66 

Cricket 

8 

g 

Balers,  broom  corn 

11 

70 

Batteries,   electric 

8 

9 

Ball  bearings 

6 

45 

Battery  cups 

8 

12 

Ballast  unloaders      

6 

46 

Element  

8 

10 

Balloons 

6 

47 

Fluid 

31 

5 

Paper  .  . 

52 

43 

Jars,  glass      

31 

5 

Balls,  base 

6 

48 

Plates 

8 

13 

(  ilass 

6 

50 

/Cine  and  jars 

8 

11 

Billiard  or  pool      .   . 

6 

49 

Zincs        

8 

14 

Iron 

39 

29 

Batting    cotton 

19 

51 

Rubber 

6 

51 

Bayonets.             

8 

15 

Ten  pin 

10 

49 

Beads 

8 

16 

Target 

64 

28 

Beams,  brake  

37 

9 

Barilla 

6 

55 

Iron 

36 

53 

Bandages  .  surgical  '.  ... 

6 

54 

Plow  

4 

9 

Bananas. 

6 

52 

Plow,  rough  

72 

31 

Band  cutters  

3 

35 

Plow,  with  plow  material.  . 

72 

?,\ 

Instruments.    . 

49 

52 

Returned     

15 

2 

Iron 

36 

51 

Scale 

58 

57 

Banks,  toy  

65 

69 

Warp  

8 

17 

Bar.  iron 

36 

52 

Beans,  green 

67 

58 

Barium  chloride  

6 

56 

Baked  

13 

35 

Sulphate  of 

6 

57 

Castor                              

8 

19 

Peroxide  of 

6 

58 

Dried 

16 

55 

Barks  

6 

59 

Ground       

16 

55 

Tan 

6 

65 

Cocoa 

8 

20 

Tan  refuse     

6 

64 

Honey    

8 

?,} 

Tanners  

6 

67 

Tonka. 

8 

22 

Barlev.  .  .  . 

6 

68 

Vanilla  

8 

23 

Pearl    . 

16 

55 

Bed  rail  fastenings  

8 

25 

Rolled 

16 

55 

Slats,  L.  C.  L 

27 

27 

Sprouts 

H 

37 

Slats    C   L 

26 

23 

Sprouted               .... 

6 

69 

Bedding 

8 

24 

Barometers  . 

6 

72 

Beds    feather 

8 

26 

Barrel  carts          

1 

22 

Folding,  C.  L  

26 

?4 

Covers,  wood  and  glass 

6 

73 

Folding,  L.  C.  L 

27 

24 

Covers,  wood. 

74 

69 

Mantel   folding   C    L 

26 

25 

Racks  

6 

74 

Mantel,  folding,  L.  C.  L... 

27 

26 

Barrels  . 

6 

75 

Spring    L.  C.  L 

29 

58 

N.  O.  S  

32 

Spring,  C.  L  

27 

10 

Beer,  new.  .. 

0 

7»5 

Wagon  .  . 

71 

26 

371 

Index — Continued. 


Bedsteads,  iron,  C.  L  

.pa(S' 

27 

tern 
26 
30 
28 
26 
29 
26 
31 
48 
48 
3 
31 
13 
48 
3 
53 
27 
27 
28 
30 
57 
32 
50 
52 
58 
33 
35 
59 
24 
41 
36 
37 
40 
38 
41 
55 
44 
77 
27 
42 
44 
.  45 
45 
10 
46 
76 
12 
12 
50 
48 
18 
53 
52 
54 
55 
4 
53 
54 
54 
49 
58 
60 
62 
52 
66 
37 
56 
24 
30 
32 
25 
25 
40 
27 
27 
5 
67 
68 
69 

Bismuth. 

3age  Item 
8       70 
21       27 
44          7 
21        30 
9          4 
9        10 
9        13 
9        15 
9        17 
42        36 
9        19 
32        46 
9        23 
11        25 
12        34 
18        70 
41        54 
40         7 
9        26 
9        25 
74       73 
9        30 
9        29 
74        71 
74        72 
9       32 
9        33 
9        34 
9        35 
16       54 
23        44 
40       43 
75        63 
9        36 
9        37 
52        44 
9        39 
9        41 
62        35 
9        38 
9        43 
9        44 
9        45 
36        54 
9        46 
25        51 
37         1 
59        16 
9        47 
9        50 
9        51 
9        53 
9        54 
9        55 
9        56 
9        57 
9        58 
75        57 
9       60 
30       43 
43        22 
9       61 
9        59 
74        59 
58        58 
71         15 
52        40 
9        62 
9        63 
10         1 
10          2 
15          2 
71        17 
68        13 
70        16 
70        18 
10          4 
16        48 

Iron,  L.  C.  L  

Bits    drill 

Bamboo  

27 

Bitters. 

Brass,   C.  L  
Brass,  L.  C.  L  

26 
27 

Black  drop. 

Blackboards 

Wooden,  C.  L... 
Wooden,  L.  C.  L  

26 
27 

Blacking,  Curriers. 

Harness 

Beef  

47 

Shoe 

Dressed  

47 

48 

Stove. 

Dried  

Black  lead 

Powdered  

8 
23 
47 

Bladders 

Beef  extract.  .  . 

Blades,  scraper... 
Blankets 

Fresh    . 

Pickled  

48 
47 

Blanks,  brass 

Trimmings..  . 

Button 

Bee-comb  foundation  
Combs  

8 
8 
8 

Copper  .  . 

Key 

Hives  

Shovel 

Smokers  
Beer  

8 
43 

Bleaching  fluid...  ... 

Powder 

Coolers  

8 

Blind  slats 

Packages  returned 

14 

Blinds  and  porch  shades  

Root 

57 

Weiss  

43 

8 

N.  O.  S 

Bees  

Venetian 

Beeswax  

8 
67 

Block  shells 

Beets,  green  

Blocks    brush 

Harvesters  .  .  . 

Burr 

Pulp  

56 
8 
8 

8 

Butchers' 

Bellows  

Cement,  building 

Bellows,  folding,  coupling.  . 
Bells    .  . 

Faucet  

Iron  swage 

|*«C  Electric  

8 

Last 

Belting  

g 

Paving  cement 

Belting,  cotton  

19 

Belts,   cartridge  

8 

Paper 

Electric  

24 
51 

Ribbon 

Oil  well  

Shuttle 

Fasteners  

8 
8 
8 

Stone 

Shifters  

Tackle 

Benches,  cabinet  makers'  

Toy  

Carpenters'  

8 
73 
8 
58 
51 

Blood,    dried 

Wash  

Liquid 

Work  

Blooms    iron 

Bench  screws  

Blotter,    baths 

Benzine  

Blowers  ,  portable  forge  

Benzole 

51 

Berries,  fresh.  .  . 

8 

Blue  grass  seed 

Dried  

8 
11 

8 

Bluing 

Berry  box  material  

Boards,  artists'. 

Bicycle  air  pumps 

Advertising  
Bread.. 

Attachments  
Forks  
Stands  

8 
8 
8 
42 
8 
71 
36 

Cigar  makers' 

Drapery 

Step  ladders  

Kngraving 

Bicycles  

Filter 

Childrens'  

Follow 

Billets,  steel... 

Hosiery 

Billiard  balls        .... 

6 
8 
8 
8 
9 
8 
3 
19 
-,1 

Ironing 

Cues  

Game  .        

Tables  

Letter  file  clip 

Tables,  slates  and  slabs..  . 
Binders'   board  

Meat 

Binding  or  tape 

(Wood  pulp) 

Binding  attachments  
Cotton 

Scale  

Oil  cloth 

N   O  S 

Twine.... 
Wire  

3 
3 
25 
25 
25 
58 
58 
:>9 
8 
8 
8 

Boats.      .   .. 

Row 

Bins,  flour  

Sectional 

Flour,  with  tinware... 
Bird  food  

Bobbins      

Returned 

(Travel  .  . 
Sand   .. 

Bobs,  sleigh  

Bodies,  automobile  

Seed. 

Birds,    milliners... 

Vehicle 

Stuffed  

Biscuit  

Covering  .  . 

372 
Indea — Continued. 


Boiler  felting 

Page 

Item 

58 

Boxes,  bail  .  .  . 

Page 
10 

Item 
51 

Flue  scrapers 

10 

Ballot  . 

10 

52 

Flues 

37 

9 

Band 

10 

53 

Iron 

37 

3 

Berry    

20 

3 

Plates 

37 

o 

'     Butter                            

10 

54 

Stands,  range. 

10 

10 

Candy  

52 

58 

Tubes 

40 

65 

Car  journal 

38 

50 

Boilers  and  engines 

22 

42 

Car  seal  returned  

15 

12 

Copper 

10 

8 

Cash                         ...         ...   . 

16 

18 

N  O  S 

10 

11 

Cheese 

17 

14 

Range 

10 

9 

Cheese  returned    

15 

13 

Sectional 

10 

13 

Chemical  fiber 

10 

56 

Wash 

10 

14 

Cigar  

10 

57 

Bolster  rar  bearings 

37 

17 

Coffin             .   .. 

12 

18 

Bolts,  brass  

11 

25 

Cooling  

10 

60 

Copper 

18 

70 

Cracker,  returned 

15 

16 

Stave  and  hoop 

62 

13 

Deposit  vault  

39 

70 

Iron 

37 

4 

Document  

10 

61 

Bone  black 

10 

16 

Druggists 

10 

71 

Black  screening 

58 

67 

Electrotype  

0 

64 

Cuttlefish 

56 

Feed,  iron 

10 

65 

Dust 

10 

19 

Fibre,  N.  O.  S... 

10 

66 

Meal 

10 

22 

Fig    

10 

51 

10 

20 

Fire  alarm 

24 

50 

with  junk 

41 

38 

Fish  

10 

67 

Bonnets  wire 

74 

40 

Fish,  returned 

15 

20 

Book  cases                       

°7 

32 

Flour,  tin   

65 

18 

and  desks  combined  

97 

34 

Fruit,  returned  

15 

Racks  . 

•'7 

36 

Fruit  tree  returned  

15 

23 

Books    blank 

10 

23 

Hat  or  band      .   . 

10 

53 

N.O.S        

10 

24 

Icecream  

52 

58 

School,  copy 

10 

25 

Jewelry      ...        

10 

55 

Students'  note 

10 

23 

Jewelers'  . 

10 

71 

Boot  crimps 

10 

26 

Lamp  returned             

15 

30 

Trees 

10 

27 

Journal  . 

38 

50 

Booths,  election 

10 

28 

Journal  and  covers     

38 

50 

Telephone  

64 

35 

Leatheroid  

10 

68 

Boots  and  shoes 

10 

29 

Letter.  .. 

11 

8 

Old  leather  in  bulk 

10 

31 

Mail 

11 

8 

Borax  ...                  .  .           '       . 

10 

33 

Machinery  .  . 

10 

69 

Boralumine 

10 

32 

Meat                    .      ... 

10 

70 

Bottle  capy 

10 

39 

Meat,  returned 

15 

32 

Carriers 

14 

45 

Oyster 

52 

58 

Cases  returned 

15 

5 

Patrol 

11 

Covers,  straw  . 

63 

19 

Paper,  N.O.S  

11 

1 

Bottle  molds  iron 

49 

40 

Paper,  nested 

10 

79 

Stoppers           

10 

42 

Piano,  returned  . 

15 

38 

AV  rappers  or  covers 

10 

46 

Pill        

10 

71 

Bottles,  cut  glass 

10 

36 

Post  office  

11 

8 

Glass 

10 

37 

Powder                   ... 

10 

',1 

Liquor,  returned                    .   . 

14 

51 

Salt  

10 

51 

N.  O.  S.  and  jugs  returned  .  .  . 
Paper 

15 
10 

4 

35 

Seed,  returned  

Spice. 

15 
10 

24 
51 

Returned,  N.  OS        

15 

4 

Telephone,  returned... 

15 

46 

Soda  water   returned 

15 

3 

Tin 

11 

9 

Wine,  returned  . 

14 

51 

Thread  trays  

11 

6 

Bottoms,  basket 

8 

4 

Toilet  

11 

10 

Children's  carriage 

71 

51 

Toilet  paper..  . 

11 

Copper  ..  . 

18 

71 

Tool 

11 

14 

Plow 

4 

14 

Trunk 

66 

40 

Powder  keg 

41 

61 

Water  meter  ..       . 

11 

15 

Bowling  alleys 

10 

48 

\Vooden,  returned 

15 

47 

Balls  

10 

49 

Wooden  

11 

16 

Bowls,  plumbers 

7 

45 

Boxing  gloves 

32 

21 

Watf  r  closet 

73 

23 

Braces,  bit 

11 

20 

Wooden 

75 

1 

Carriage  top        

70 

26 

Bow  sockets,  carriage  
Bows,  ox 

70 
76 

24 
55 

Extension  
Iron  

37 
37 

7 
7 

Wagon  

72 

26 

Top  for  children's  carriages.  . 

72 

12 

Box  lids,  journal        

38 

50 

Brackets,  telegraph  and  telephone 

64 

37 

Lumber 

11 

18 

Wooden           

75 

3 

Material 

11 

18 

Braid,  straw 

63 

20 

Straps. 

37 

6 

Brake,  beams         

37 

9 

Stuff 

11 

18 

Rod  or  shafts 

37 

10 

Boxes  N.  O.  S    wooden 

11 

16 

Shoes 

37 

11 

Annealing              

10 

50 

Brakes  and  fixtures,  car  

37 

10 

Axle 

71 

32 

Air  or  steam 

45 

20 

Grease  .  . 

10 

51 

Vehicle.  C.  L.. 

72 

26 

373 
Index — Continued. 


Brakes   vehicle    L.  C.  L 

Page 
71 

Item 
28 

Bureaus        , 

age 

Item 
37 

Bran      

11 

21 

Burial  cases  and  trimmings 

12 

17 

C.L                               

11 

22 

Burlap  cloth 

23 

Dusters 

45 

21 

WTebblng 

73 

53 

Brass  articles          ..        

11 

24 

Burners,  gas  

12 

24 

Ingots 

11 

25 

Burning  fluid 

51 

15 

Scrap       

11 

28 

Bustles  

12 

26 

Vessels 

11 

30 

Butchers'  blocks  .  . 

9 

35 

Biead  

11 

33 

Butter.C.L  

12 

29 

Liquid  .          

11 

35 

L.C.L  

12 

28 

Meal 

11 

36 

Boxes,  wooden 

10 

54 

St.  John's  

61 

66 

Carriers  

75 

8 

Brewers  refuse 

.  .          11 

37 

Color  

18 

40 

Brie  a-brac 

11 

38 

Crocks  

31 

Brick,  bath            

11 

39 

Crocks,  returned  

15 

g 

Cinder.                          

11 

41 

Dishes,  paper 

52 

45 

11 

44 

Display  cases 

1H 

12 

11 

43 

Firkins   returned 

15 

8 

Fire. 

11 

44 

Jars,  returned 

15 

Q 

Enameled  
Hods 

11 
35 

47 

7 

Ladles  
Molds  

75 

9 
11 

Hollow       .             

11 

48 

Olive  

12 

28 

Molds 

49 

38 

Plates,  paper       .... 

52 

45 

Paving  

.   ..        11 

52 

Plates,  wooden  

13 

Pressed  .... 

11 

52 

Packers  

12 

Stove  lining 

11 

49 

Refrigerators  . 

16 

Bridge  builders'  outfit  

.   ..        11 

53 

Stands,  returned  .  .  . 

15 

r- 

Bridge  iron 

37 

12 

Tubs.       .   .. 

15 

Material  
Material,  iron 

11 
37 

54 
12 

Tubs,  returned  
Workers  

15 

8 
17 

Bridges,  hose  

24 

61 

Butterine  

1? 

28 

Brimstone  .          . 

li 

55 

Buttons  

12 

33 

Bristles  -  

11 

58 

Button  blanks  

^e> 

34 

Britannia  metal             .   .. 

.   ..        11 

59 

Hooks  

S3 

28 

Ware 

11 

60 

Butts,  iron  ,  plain 

37 

16 

Broadcast  seeders 

2 

17 

jute 

41 

40 

Sowers 

2 

17 

Bromide  

11 

61 

Bromide 

.   .         11 

62 

Bronze,  liquid  •  

11 

64 

Powders 

18 

72 

Cabbage 

67 

59 

Ware  

11 

66 

Cabinets  

60 

2 

Broom  corn 

11 

71 

Bamboo 

40 

Balers 

11 

70 

Bath  

12 

3tf 

Holders 

12 

1 

Cracker  . 

12 

39 

Waste  

11 

75 

Coffee  

1? 

37 

Brooms 

11 

67 

Chewing  gum                ..  .. 

13 

9 

Brush  blocks 

9 

33 

Dental 

41 

Brushes 

12 

8 

Drug           

12 

42 

Carbon 

14 

14 

Filing                          .   . 

J2 

43 

Buckboards 

69 

17 

Fishing  tackle 

12 

45 

Buckets 

12 

5 

Fruit.                                .  . 

12 

46 

Elevator 

12 

6 

Glove 

12 

47 

Galvanized  . 

12 

8 

Hardware.  .. 

13 

8 

Coal  dumping 

18 

9 

Hat  . 

12 

48 

Paper  . 

53 

1 

Kitchen,  L  C.  L  

27 

42 

Wooden  or  fibre 

12 

11 

Music  •  

•'9 

30 

Buckles 

12 

12 

Oil  . 

1? 

49 

Turn  . 

12 

13 

Pie  

12 

52 

Buckwheat 

12 

14 

Parlor      

27 

44 

Flour 

25 

17 

Phonograph  ,  

12 

51 

Buffalo  robes 

34 

40 

Pneumatic,  iron    

12 

54 

Buffing  compounds 

12 

15 

Printers1  

12 

55 

Buggies 

69 

13 

Ribbon  

13 

4 

Lu  mber  

68 

R.  R.  ticket  

12 

56 

Buggy  bodies 

69 

17 

Seed              .         

1C 

16 

Buhr  blocks 

q 

34 

Sewing  machine                    .   .. 

13 

6 

Built  up  woods 

72 

39 

Shoe   

57 

Bulbs 

12 

16 

Sportsman  '           

13 

7 

Glass  electric  light 

31 

51 

Spice 

12 

58 

Bulls 

44 

19 

Surgical  instrument  

13 

3 

Bull  wheels 

3 

44 

Thread              

1? 

59 

51 

97 

Tobacco 

13 

9 

Bumpers,  iron  

37 

13 

Typewriter  

13 

1 

Bundle  carriers.  . 

3 

38 

Cable  chain,  iron  

37 

32 

Bungs 

75 

7 

Aluminum  

jj 

22 

37 

14 

57 

62 

Bureau  erlass  frames  .  .  . 

27 

39 

Telephone  .  . 

61 

39 

374 
Index — Continued. 


Cable  telegraph    .   .. 

Pa^ 

Item 
39 

Car,  journal  bearings 

Page 
38 

Item 
51 

Cabs,  locomotive  
Cages,  bird                              .   .. 

44 
13 

36 
13 

Journal  boxes  and  covers  
Journal  dust  guards 

38 
21 

50 
46 

Kor  mining  hoists 

13 

15 

Pushers 

16 

3 

Caissons,  ammunition 

13 

37 

Replacers,  iron 

16 

5 

Cakes 

13 

18 

Seals  . 

59 

Linseed  

13 

17 

Seats    

27 

45 

Corn  .                   

19 

40 

Steps  

37 

9J 

Yeast       

76 

52 

Springs,  rubber  

57 

76 

Calcimine 

13 

20 

Springs,  steel 

40 

28 

Calcium,  chloride  of  

13 

21 

Stake  pockets  

40 

32 

Phosphate  of 

13 

22 

Trucks  .                 ... 

66 

33 

Solutior 

13 

23 

Trucks,  electric  motor 

66 

35 

Calenders 

13 

19 

Wheels  

37 

90 

Caldron  kettles 

41 

48 

Carbon 

14 

5 

Calfweaners        

13 

24 

Bi-s;ilphide  of  .  .. 

14 

7 

Calves          t 

44 

20 

Black. 

14 

11 

Cameras  

54 

5 

Crushed  

14 

10 

Camphene 

51 

15 

Brushes  

14 

14 

Camphor  flowers 

13 

25 

Klectric  light 

14 

15 

Gum  . 

33 

11 

Carboy  frames,  returned    

15 

2 

Camphorine 

13 

26 

Tilting  frames 

57 

18 

Canaigre  roots        ..          

57 

45 

Carboys  

14 

16 

Canary  seed 

59 

7 

Returned  . 

14 

19 

Candles    

13 

27 

Carburetors  

14 

22 

Candv 

18 

54 

Cardboard  

14 

23 

Cane  fishing  poles  .. 

55 

2 

Card  clothing  .. 

14 

24 

Mills 

46 

25 

Cards,  N.  O.  S  

14 

25 

Sugar 

63 

40 

Cattle  or  horse 

14 

26 

Canes 

13 

28 

Cotton  or  wool. 

14 

27 

Canned  goods 

13 

35 

Playing 

14 

28 

Cannon                .          

13 

37 

Show  or  advertising  

14 

29 

Canopy  supports  carriage 

70 

26 

Carpet  beaters                      % 

14 

33 

Can  jackets                

13 

30 

Binding,  metallic  

14 

36 

Openers  . 

13 

33 

Carpet  chain 

14 

37 

Stock   tin 

13 

36 

Paper 

53 

9 

Tops 

13 

34 

Sampl-  s.     .   .. 

14 

42 

Cans 

13 

39 

Stretchers 

63 

22 

Ash.                 

13 

39 

Sweepers  

14 

43 

Cartridge  . 

13 

41 

Mill  sweepings 

14 

38 

Cracker,  returned  

15 

17 

Carpets  and  carpeting    

14 

30 

Fruit 

13 

43 

Wooden 

14 

32 

Galvanized  iron     

13 

47 

Carpeting  jute  or  hemp  

14 

31 

Iron                                

13 

48 

Carriage  bodies. 

70 

18 

Jacketed    returned 

15 

10 

Top  braces. 

70 

26 

Lard,  returned  

15 

27 

Wood  

72 

19 

Leatheroid 

13 

49 

Carriages,  L.  C    L 

69 

18 

15 

33 

C    L 

68 

4 

Mineral  water  returned 

15 

34 

Children's  C.  L. 

71 

54 

Milk     

13 

54 

C  hildren's  L.  C.  L  ... 

71 

55 

Oil    glass 

13 

50 

Dolls'  C.  L. 

71 

54 

Oil,  iron     

13 

47 

Dolls'  L.C.L  

72 

4 

Paper 

52 

46 

Hose 

24 

31 

Ice  

49 

39 

Parts  of  

70 

9 

Returned,  C.   L 

13 

46 

Carriers,  returned  .. 

14 

49 

Returned    L  C   L. 

15 

9 

N.O.S 

14 

44 

Tin,  N.  O.  S        .. 

13 

44 

Bags  or  sacks,  N  .  O.  S  .  .  . 

15 

1 

Canteens 

13 

29 

Bottle  . 

14 

45 

Cant  hooks          

35 

25 

Bundle  

14 

48 

Canvas 

13 

55 

Butter      

75 

8 

Capers 

54 

11 

Egg 

14 

46 

Caps 

34 

9 

Egg,  returned        

15 

19 

Bottle 

10 

39 

Hay 

2 

28 

16 

54 

Lead    returned 

15 

44 

Kur 

34 

11 

Meat,  returned 

15 

32 

Hay 

M 

17 

Package. 

14 

48 

Iron,  for  poles  and  shafts 

70 

45 

Refrigerator   

15 

22 

Percussion. 

13 

59 

Returned 

14 

49 

Window 

16 

54 

Spool  

15 

9 

Capstans 

14 

Stove. 

62 

59 

Capstan  bars 

14 

3 

Carrots 

67 

59 

Capsules 

14 

4 

Cars  

15 

49 

Car  axles 

36 

47 

Baggage 

15 

50 

Brakes  and  fixtures    

37 

9 

Box    

15 

5'' 

Couplers 

37 

19 

Brick                    

15 

54 

Bolster  bearings  

37 

17 

Caboose  

15 

51 

Bolster  caps                     .   .  . 

37 

18 

Cane         

15 

54 

Heaters  ... 

34 

26 

Chair... 

15 

55 

375 
Index — Continued. 


Cars.  coal.          

Page 
15 

Item 
52 

Casing  sausage      .  .. 

Page 
16 

Item 
21 

Dining' 

15 

55 

Casks. 

7 

7 

Dump  

15 

57 

Iron  

37 

59 

Elevator                        .  .. 

46 

41 

Cassia  

1(5 

22 

Electric  

15 

63 

Castor  bean  pomace  

16 

29 

Express  

15 

50 

Casters  or  caster  wheels 

27 

48 

Fish,  returned 

15 

20 

C.  L 

26 

29 

Flat  .  . 

15 

52 

Castings,  aluminum  

5 

23 

Hand  

15 

54 

Brass  

16 

24 

Inspection 

15 

58 

Bronze 

16 

26 

Logging 

15 

59 

Beer  table. 

16 

23 

Mail 

15 

50 

For  range  boiler  stands 

10 

10 

Mining. 

15 

54 

Furnace. 

16 

27 

Narrow  guage        

15 

59 

Grate  

62 

51 

15 

55 

Iron  (  >r  steel 

37 

23 

Passenger 

15 

56 

Iron  Agl.  Implts 

3 

45 

15 

54 

School  desk  

29 

42 

Sleeping1 

15 

55 

School  desk,  C.  L 

27 

5 

Standard  guage  
Stock 

15 
15 

60 
51 

Sewing  machine  
Sheave  or  pulley 

46 
39 

2 
42 

Street 

15 

63 

Stove 

62 

51 

Tank                         .   .. 

15 

65 

Test  weight  

40 

51 

\Varehouse 

73 

7 

Catstail.          .                       .... 

16 

30 

and  motors  combined 

16 

1 

Catsup  

16 

31 

Cartridge  belts 

8 

44 

Cattle  dehorners.          '.        .      .  . 

16 

35 

Shells 

59 

41 

Cattle  guards   iron 

37 

28 

Cartridges,  blank 

5 

39 

Guards,  clay 

37 

28^ 

Fuel  or  stove  

26 

11 

Stanchions  

61 

79 

Carts 

68 

19 

Cauliflower    

67 

59 

Barrel 

1 

22 

Pickled 

16 

36 

Children's   C   L 

71 

54 

13 

35 

Children's,  L.  C.  L  

72 

14 

Ceiling.                                

16 

37 

Dump.  .. 

68 

19 

Iron       

37 

29 

Hand. 

68 

19 

Celery               

6T 

59 

Hose 

24 

32 

Celluloid  goods 

16 

40 

Mining  

68 

19 

Cellulose        ,  

16 

42, 

Peddlers'  ... 

68 

22 

Cement    .                   .  . 

16 

43 

Road  

69 

20 

Articles  for  building  purposes 

16 

54 

Cases,  blacking  

16 

6 

Asbestos           ... 

16 

47 

Bolt  and  screw,  metallic  

16 

13 

Boiler  covering. 

16 

48 

Book     .... 

27 

32 

Building 

16 

49 

Bottle  

15 

5 

Kruit  can. 

16 

50 

Burial   

12 

22 

Gas  fitters. 

16 

51 

Cheese  and  refrigerators 

16 

12 

16 

45 

Chewing  gum  

13 

2 

and  lime  mixed,  C.  L 

16 

52 

Cases,  cracker  

12 

39 

Paving  

16 

53 

Display,  cracker  
Display,  butter  and  cheese  . 

13 
.    .       16 

11 
12 

Stove  and  furnace  
Center  plates,  car  

63 
37 

12 
31 

Dressing  

28 

49 

Centers,  neckyoke 

70 

48 

Egg  

14 

46 

Cereals  and  cereal  products. 

16 

56 

Eger,  returned  '.  

15 

19 

Cereal  products,  N.  U.  S  

16 

55 

Filing  

12 

43 

Chaff  rice  

57 

10 

Fishing  

12 

45 

Chain,  belting 

37 

35 

Glass,  peddlers'  

70 

44 

Cable 

37 

32 

Hat  

12 

48 

Hemp  or  woolen 

16 

57 

Jewelry  

10 

55 

Iron 

37 

32 

Mailing  liquid... 

16 

8 

Harness 

33 

69 

Map..  ...   

16 

7 

Chair  bases  iron.L.  C.  L,. 

28 

15 

Physicians'  medicine 

13 

3 

Stock  L  C    L. 

28 

25 

Metallic  .. 

16 

13 

Seat  frames.  L.  C.  L 

28 

24 

Mug  

16 

9 

Frames,  C.  L. 

26 

37 

Oil.  returned 

15 

36 

Frames  Iron   L  C   L 

28 

16 

Piano  and  organ  

49 

63 

Iron.L.  C.  L     . 

28 

15 

Printers'  

16 

15 

Seats  L.  C.  L 

28 

20 

R'y  folder 

]O 

56 

Seats  C  L 

26 

34 

Ribbon. 

13 

5 

98 

21 

Screw  or  bolt 

16 

14 

Seats'  perforated,  C.  L 

26 

36 

Seed  

16 

16 

Seats,  perf  orated,  L.  C.  L.  .. 

28 

23 

Shot  metallic  .  .. 

16 

13 

Stock,  C.  L        

26 

38 

Shot.N.  O.  S. 

16 

17 

Chairs  L.  C.  L. 

27 

50 

Show  

60 

2 

C.  L         

26 

30 

Ticket  

12 

56 

and  step  ladder                

28 

5 

Type  

67 

20 

Barber. 

97 

53 

Typewriter  . 

13 

Camp  and  theatre 

26 

32 

Cash  boxes  

16 

18 

Camp  and  theatre,  L.  C.  L 

28 

3 

Drawers  and  railways 

16 

19 

Cane  seat 

28 

3 

Railways. 

14 

48 

Iron  R    R 

37 

36 

Registeis  .  .. 

16 

20 

Dental    . 

27 

53 

370 

Index — Continued. 


p 

age  Item 
28         7 
28         9 
26       30 
28       10 
27        52 
27        53 
28        12 
28        11 
28         3 
27        53 
28        18 
28       13 
16        58 
17          3 
17          2 
60        46 
17          4 
17          5 
17          6 
7        43 
17          9 
56        28 
3        40 
3        39 
17        12 
17        10 
17        14 
17        13 
18        40 
16        12 
56         6 
17        15 
17        19 
17        20 
27        49 
29        10 
65        56 
33        12 
18        69 
25       39 
17        21 
28        27 
28        28 
71        54 
71        50 
54        11 
17        22 
42        14 
22         3 
16        54 
22         3 
31          9 
17        23 
59        34 
17        28 
17        27 
17        29 
17        26 
59        36 
17        30 
48        22 
66        12 
51        40 
17        32 
26        41 
28        33 
75        21 
18         7 
17        35 
17        34 
17        36 
17        39 
17        37 
17        40 
45        10 
17        42 
65        49 
17        43 

Cigar  lighters 

Page 
17 
9 
49 
17 
17 

Item 
44 
54 
41 
46 
40 
47 
48 
49 
45 
61 
50 
25 
51 
53 
35 
48 
49 
37 
38 
14 
54 
55 
56 
21 
39 
58 
50 
12 
59 
60 
64 
31 
32 
35 
64 
35 
23 
10 
66 
67 
68 

70 
27 
71 
30 
31 
72 
74 
73 
28 
76 
77 
29 
10 
2 
40 
3 
8 
7 
9 
57 
57 
12 
85 
14 
36 
11 
15 
27 
41 
16 
54 
40 
17 
18 
20 
19 

Leather  seat  
N.  O.  S..C.  L 

M  akers'  boards 

Moulds  
Shapers 

Office 

Rattan  or  willow            ..   .. 

Cigars  

Reclining. 

Cinders             

17 

Rocking     

Mill  

17 

Busreriec 

17 

Splint  and  wood  seat  
Surgical 

Circular  saws  

58 

Saw  frames  .'  

25 
17 

75 

Wooden  frame  
Veneer  or  wood  seat      ... 

Cisterns,  slate 

Wooden  

Chalk 

Citrons 

17 
17 

Crude.  C.  L  
.French 

Peel 

Clam  broth  and  juice  — 
Shells  : 

13 

59 

Chamois  skins  
Chandeliers,  glass 

Shells  ground            

59 

Metal  
Charcoal                        ..        

Clamps 

37 

Clasps,  flexible  iron  
Claviers. 

37 
50 
17 

Charging  barrows 

Charts 

Clav. 

Chases,  printers'  

Fire  
with  brick 

17 
17 
33 
87 

R  owers  

Cleaning  material  for  fire  arms.. 
Clevises. 

Cheese  C  L 

Cheese 

Clippers,  hair  
Clippings,  fur. 

17 

34 

Boxes 

Box  stuff.            .  . 

Clips,  axle  

70 

Color 

Letter  file. 

17 
17 

Display  cases  and  refrigerators 
Presses 

Clocks  and  weights 

Closets                              .          

17 

Vats 

China.. 

28 

Chemical  apparatus  N.  O.  S. 

China  and  sideboards  
Clothes  drying 

28 
21 

Chests  bolting 

Cedar 

Earth  

17 
21 

Hall  
Tool.                 

1  aundry  dr3ring  .... 

Water  

Cloth,  asbestos. 

73 

6 

Chewing  gum 

Chicken  coops  
Food 

Brattice  

17 

Emery     .   . 

17 

Chicory 

Filtering 

17 

Chiffoniers 

Hair 

17 

and  folding  beds  combined  — 
Children's  carriages 

R  r.bber. 

17 

Shade  
Wire 

59 
17 

Vehicles  and  parts  of  

Clothes  Racks 

75 
75 

Chimney  caps,  iron  
Cleaners        .          

Reels. 

Lifters  

17 

17 

Tops,  earthenware. 

Line  props  

Chimneys,  cement  
Earthenware 

Line,  wire  

17 

Clothespins        '  

75 

Lamp 

Clothing    .   . 

17 

China  ware 

Oiled.                

17 
1 

Chips,  brewers'  
Meerschaum.         

Clover  hullers           

Seed  

59 

Poker 

Cloves                  * 

18 
56 
18 
18 

Quassia 

Clutches  pulley 

Saratoga 

Coal  

Vinegar 

Chute  irons 

Chocolate 

Chutes 

18 

Choppers,  meat  
Chiistmas  trees. 

Dumping  buckets 

18 

Hods....  

62 
62 
18 
58 
18 
45 

Chrome  ore. 

Hods  with  stoveboards,  etc. 
Saving  compounds. 

Chromos 

Church  furniture,  C.  L   .  .  . 

Scuttles       

L.  C.  L    
Churns        .       .   .; 

Vases 

Washers   

Chutes,  coal 

Coaline.. 

18 

Mail  
Oat  cleaninor. 

i   Cobalt  oxide.  .  .  . 

18 

Cob  mills  
Cobs,  corn 

46 
19 

Cider. 

and  apples  mixed  
Syrup 

Cochineal  
Coco  Cola  syrup          

18 
63 
37 
18 

Cigarettes  
Cigar  box  lumber  
Cases  
Clippings      ...          

Cocks,  iron.  .. 
N.O.  S  

Cocoa 

18 

Reans  
Butter  

8 
18 

Cutters... 

Index — Continued. 


Cocoa,  fibre 

Shells 

Cocoanut,  concentrated  or  desic 
cated  ........................ 

Husks 
Cocoanuts 
Coffee 

Cabinets 

Condensed 

Essence  or  extract 

Green 

Ground  or  roasted 

Mills 

Substitutes  ...................... 

Coffin  boxes. 

Stock 

Trimmings 

Braces 

Cogs,  wooden 
Coils,  iron  pipe 

Field  dynamos 

Transformer 

Steam  and  fixtures.  .  . 
Coke  ............................... 

Tar 

Petroleum 

Dust 
Collars,  horse 

Paper  .............. 

Color,  butter  and  cheese  ......... 

Colts  ................................ 

Columns,  iron 

Common  wood 
Combs,  curry  .......... 

N.O.S 
Comforts 
Commodes 
Compound,  welding 

Cote  liquid  ........... 

Compounds,  polishing 
Compresses,  cotton  and  gin'g  ma 

chinery 
Compressors 
Computing  machines 
Condensers,  steam 
Condition  powders 
Conduits 

Wooden 

Cones,  pasteboard  or  paper 
Confectionary 
Contractor's  outfit 
Controllers 
Converters 
Conveyor  flights 
Conveyors  ............. 

Grain  and  dump 
Cookers,  feed 

Steam  ,  corn 
Coolers,  beer  ........... 

Meat. 

Tuyere  .......... 

Water 
Cooperage 
Coopers'  flags 
Coops,  chicken 

Returned 
Copper  articles  ....... 

Bars  ................ 

Cakes  .............. 

Matte    ........ 

N.  O.  S.... 


Page  Item 
24  10 
59  43 


. 

Scrap  ........... 

Vessels  ..................  '.... 

Copperas  .......................... 

Coppering  pad  bath  ................ 

Copy  press  stands  .................. 

Cordage  ............................ 


19        22 


Cord  bed  ........................... 

Core'compound,  liquid  ........... 

Cores,  iron  ......................... 

Returned  ..................... 

Cores,  armature,  returned...  . 

Corks  ...........................  ... 

Fasteners,  tin.  ................. 

Granulated  or  ground.  .  .  . 

Pullers  ........................ 

Shavings  .................... 

Split.... 

Waste  ...........  '.'.'.'.'.'..'.'.'.'.'.'.'. 

Seine  ........................... 

Corn  cobs  .........  ;  ................ 

Corn  drills  ......................  ..  . 

Germ  feed  .................... 

Green  .......................... 

Harvesters  ..................... 

Harvester  and   shocker   com 
bined  ........... 

Hooks  ......................... 

Huskers  ........................ 

Knives 

M  eal  ....... 

Planters  ....... 

Planters,  hand 

Pop  ........... 

Popped  ....... 

Poppers  ........................ 

Shellers  ........................ 

Shelters  and  cleaner,  hand  .  .  . 

Stalk  pith  ...................... 

Corner  irons  ...................... 

Cornice  moldings,  iron  ........... 

Ornaments  ..................... 

Cornices,  metal  ................... 

Window  ........................ 

Window  curtain  ..........  .  ____ 

Wooden  ....................... 

Corset  steels  ....................... 

Corsets  ............................. 

Corundum  ......................... 

Cosmoline  ......................... 

Cot  frame  material,  C.  L  .......... 

Frames,  L.  C.  L.     . 

cots,  c.  L  ..................  .._.;. 

L.C.L  .................. 

Cotters  ............................. 

Cotton  ............................. 

Bale  ties  ............ 

Belting  ......................  ... 

Batting  ........................ 

Binding  ....................... 

Ginning  machinery  .............. 

Gins  ................................ 

Linters  ............................. 

Pads  ............................ 

Picking  machines  ............. 

Planters  ........................  . 

Presses  ........................ 

Seed  ............................ 

Seed  ashes  ..................... 

Seed  hulls  .................... 

Seed  meal  ..................... 

Seed  oil 


Page 
19 
18 
37 
15 
15 
19 
19 
19 
19 
19 
19 
19 
•  9 
19 
2 

11 

67 
2 


Seed  pulp 
ks 


Seed  stal 

Spool 

Waste  ............ 

Couches  ............. 

Coulter  plates  ....... 

Coulters,  rolling  ____ 

Counter  tops,  slate  .  . 
Counters  ............. 

Display,  grocery 
Counters,  leather  ... 
Coupling  pins  ....... 

Poles  ____ 


Item 
23 
45 
42 
2 
2 

34 
27 
24 
30 
32 
26 
25 
31 
41 
13 
37 
59 
1 

2 

32 
30 
32 
55 

4 

30 
36 
39 
45 

7 

6 
46 
43 
46 
47 
44 
34 
22 
34 
7*6 
47 
49 
51 
43 
20 
42 
36 
30 
52 
50 
55 
54 
56 
25 
23 
57 


378 
Index — Continued. 


Couplings,  axle 

Rubber 

Covers,  barrel,  wooden 

Barrel,  glass  and  wood 

Basket... 

Glass 

Journal  box 

Tin 

Typewriter 

Wooden,  N.  O.  S 

C  ow  peas 

Cow  and  calf 

Crackers 

Cracker  meal 

Cracklings 

Cradles,  grain 

Cranberries 

Cranes 

Mail 

Wrecking 

Crates,  Banana 

Crockery 

Patent  crockery 

Fruit 

Fruit  returned 

N.  O   S 

Returned 

Wooden,  N.  O.  S 

Crayons,  school 

Cremators 

Cream  coolers 

Creamery  jars . 

Cream  tarter 

Creosote 

Cresting,  iron 

Cribs,  C.L 

Cribs  or  cradles, L.  C.  L 

Crimps,  boot 

Crockery  

Crocks,  butter,  returned 

Butter 

Milk 

Cromos   

Croquet  sets 

Cr.oss  arms,  iron 

Woo'ien 

Crow  bars 

Crucibles 

Crushers,  ore 

Rock 

Crutches 

Cryolite 

Crystal  harden  ing 

Crystals,  tin 

Cucumbers 

Pickled 

Cues,  billiard 

Cultivator  teeth 

Cultivators 

Hand 

Cupboards,  C.  L 

Cupboards,  L.  C.  L 

Cupola  furnaces 

Curding,  stone 

Slate  

Curbs,   pump 

Curling  irons 

Stones 

Currants 

Curry  combs 

Curtain  cornices 

Exhibitors 

Rods  and  poles 

Rollers  and  slats 

Stretchers 

Curtains,  Bamboo 

Window.. . 


q 

Item 
12 

Cushions  

Pag£ 

Item 
44 

57 

•     69 

Vehicle.. 

20 

43 

74 

70 

Cuspidors  

20 

45 

6 

73 

Cutch.. 

20 

49 

8 

1 

Cut  glass  ware  

31 

49 

B 

73 

Cutlerv       ....           ... 

20 

50 

?s 

50 

Cutter  bars 

3 

51 

us 

12 

Cutters,  band  

3 

35 

117 

27 

Cigar. 

17 

43 

75 
53 

37 
42 

Ensilage  
Cutters,  hand. 

1 

29 

5 

11 

22 

Feed 

5 

1(> 

69 

Kraut    

20 

55 

1C» 

68 

M  eat 

48 

22 

19 

70 

Paper  

20 

52 

5 

7 

Sod. 

61 

7 

19 

71 

Stalk  

3 

23 

20 

2 

Tobacco  plant 

20 

54 

20 

I 

Cuttings,  grape... 

32 

54 

19 

74 

Willow  

74 

18 

Cuttlefish  bone. 

20 

56 

20 

5 

Cylinders,  brass  
Dental          ..   .. 

56 
20 

56 
58 

20 

3 

Gas,  railway  car  supply  
Locomotive  castings. 

20 
44 

59 
38 

20 

7 

Pump,  brass  
Pump,  iron 

56 

56 

56 
51 

20 

16 

20 
20 
31 

7 
58 
12 
10 
10 

D 

Dairy  spades  

.  .  .         75 

39 

20 
20 

11 
13 

Dashboards,  leather  
Dates  

70 
20 

28 
61 

31 

52 

Decovs,  wooden 

20 

63 

2t.i 

44 

Deer,  horns  and  heads 

20 

64 

28 

10 
20 
15 

37 
26 
14 
6 

Skins  
Demijohns  
Densoline  
Dental  goods 

34 
31 
20 
20 

37 
11 
65 

68 

3J 
32 

8 
8 

Instruments    
Derricks.                  

20 
20 

68 
68 

n 

32 

Desk  castings 

29 

42 

20 
64 

22 
41 

Desks,  C.  L  
L.  C.  L 

26 

28 

46 
44 

64 

:J,T 

20 

40 
56 
23 

and  book  cases  com  bined..  . 
School,  L.  C  L  
C.  L  

27 
29 
27 

34 
39 
3 

(5 

28 

Dextrine 

20 

71 

4-> 
20 

28 
25 

Diaphxams,  rubber  
Dies 

20 
20 

73 
74 

20 

26 

Diggers,  posthole 

20 

76 

20 
r,r, 
61 
54 

28 
13 
59 
11 

Potato  
Tree  
Disks,  button  
Discs,  harrow. 

3 
3 
21 
4 

12 
28 
8 
3 

S 
4 

58 
25 

Sharpeners  
Tin. 

2 

65 

49 
16 

2 

4 

11 
31 

Dish  washing  machines... 
S    U.        ...... 

45 
45 

37 
41 

2fi 

"8 

45 
43 

Dishes,  butter,  paper  
Wooden    

52 
75 

45 

13 

•>6 

15 

Disinfectants,  dry 

21 

62 
60 

50 
20 
62 

35 
51 
55 
29 
38 

Fluid  
Display  cases,  butter  and  che 
and  refrigerators  . 
Cracker  and  cookie  
Figures 

21 
2se 
J6 
13 
36 

4 

12 
11 

16 

20 
18 

74 
20 
20 

30 
43 
22 
38 
34 

Forms,  wire  
Racks  
Document  boxes  
Files  
Dog  kennels. 

21 
56 
10 
43 
21 

22 
69 
61 
19 
9 

20 

gg 

39 
25 

Skins,  green  

34 

75 

48 
67 

20 

42 

^Mill  . 

38 

67 

20 

33 

Dolomite  , 

21 

13 

379 
In  ( le,r — Continued . 


Dolls 

Carriages,  L.  C.  L 

Door  checks 

Frames,  common  wood 

Frames,  iron 

Hanger  rail 

Hangers 

Knobs 

Door  mats,  wire  or  steel 

Rails,  barn 

Screen  frames 

Stops 

Doors,  glazed,  N.  <J.  S 

Glazrd.  not  common  glass  — 

Safe,  iron 

Storm 

Wooden 

Doubletrees,  C.  L 

with  implements 

with  wagon  material 

Iron 

Drain,  tile 

Draper  sticks 

Drawbars 

Drawer  equalizers 

Drawers,  cash 

Drays 

Dress  forms 

Stay  steels 

Dressing,  leather 

Shoe 

Driers,  fruit 

Laundry 

Driers,  paint 

Laundry,  gas 

Drill  rods,  steel 

Shoes 

Drills 

Hand,N.  <J.  S  

Corn 

Field  roller 

Seed 

Hand  and  sowers 

Drivers,  spoke 

Drop,  black 

Drug  cabinets 

Mills 

Drugs 

N.  O.S 

Drum  shells 

Drums 

Acid,  returned 

Ammonia,  returned 

Iron  and  steel 

R  eturned 

Soda  water 

Toy 

Wooden 

Dry  goods 

Dry  plates,  photo 

Ducks,  decoy. 

Dumb  bells,  iron 

Wooden 

Dummies 

Dump,  wagon,  portable... ; 

Dust  arresters 

Dust  collectors 

Dust  guards,  car  journal. 

Marble \.. 

Moulders 

Pans 

Dusters,  feather 

Dye  stuffs    

'  Woods 

Aniline 

Dynamos 


Page 
21 
72 
71 
21 
25 
38 
33 
33 
41 
47 
33 
26 
21 
21 
58 
39 
21 
21 
72 

4 

70 
70 
64 

3 
37 
21 
16 
68 
21 
19 

9 

9 
26 
21 
52 
21 
21 

4 
21 
21 

2 


Item 
11 

4 
54 
17 
58 
18 
57 
55 
63 
35 
56 

1 

18 
14 
31 
72 
15 
16 
27 

5 

29 
34 
74 
41 
57 
19 
19 
25 
20 

W/o 

13 
15 
10 
36 
3.3 
36 
27 
19 
24 
28 
13 
16 
17 
1 


Page 


Earth,  fullers 

Infusorial 

Earthenware 

Figures 

Easels,  bamboo 

N.  O.  S 

Eave  troughs,  iron 

Wooden. 

Eggs,  Albumen 

Beaters.. 

Box  stuff 

Cases 

Cases  returned 

Case  fillings 

Compound 

Plant 

Preserving  liquid 

Preserving  powder 

Yolks 

Eggs 

with  dairy  products 

Desiccated 

Fish 

Frozen 

Elastic  composition,  printers 56 

Elbows,  joints  and  t's 37 

Iron 37 

Stovepipe 63 

Electipn  booths 10 

Electrical   appliances,    machinery 

and  supplies 24 

Electric  light  bulbs 31 

Hoods 22 

Lamps 42 

Electrotype  boxes 22 

Plates 22 

Electro  dissolvent  fluid 22 

Elevator  buckets 12 

Elevators 46 

Wagon,  dump 18 

Embalming  fluid 22 

Emery 22 

Cloth 17 

Paper 53 

Wheels 22 

Emigrants'  movables 35 

Enamel  ware . .  i 22 

Enamel 22 

End  gates,  wagon  box 71 

Ends,  crop  iron 37 

Engines,  boilers 22 

with  agricultural  implements..         1 

and  hoisting  drums 22 

Farm,  portable 22 

Fire 24 

Gas  and  gasoline 23 

Oil  burning 22 

Portable 22 

Stationary 22 

Traction 22 

Engravings 22 

Engraving  boards 22 

Ensilage 22 

Ensilage  cutters 5 

Envelopes 22 

Epsom  salts 58 

Equalizers 4 

Drawer 21 

Erasers,  blackboard 9 

Evaporators 22 

Sugar 22 

Evergreen  decorations 22 

Excavators,  railroad 23 

Excelsior 

Exhaust  pipe  heads 

Explosives 23 


Item 
1 
2 

14 
4 
51 
52 
5 
6 


380 
Index — Continued. 


Extinguishers,  tire  

Page 
24 

Item 
54 

Fibre,  pine.. 

Page 
24 

Item 
14 

Extinguishing  fluid,  fire  
Extracts.  N  .  <J.  S  

24 
23 

58 
27 

Vulcanized  
Ware 

24 
24 

15 
17 

Extract  bark,  N.  O.  S  
Extracts,  liquid,  N.  O.  S 

23 

23 

10 

28 

Wood  
Fibreoid 

24 
94 

16 

18 

Extract  beef  

23 

13 

Fifth  wheels 

38 

7 

Extract  tanning     

23 

26 

Figs 

24 

19 

Extractors,  honey  

23 

32 

Figures,  enameled. 

24 

62 

Grease     .". 

23 

31 

Display.. 

36 

16 

Eye  glasses  

51 

29 

Wax         . 

73 

48 

Wooden  .... 

36 

16 

Files  

94 

21 

F 

Letter 

43 

19 

Filing  cases  

I9 

43 

Facings,  foundry  

23 

33 

Fillers,  egg  case  . 

14 

47 

Plumbago  

23 

34 

Filter    plate    Tripoli 

66 

95 

Fanning  mills  

5 

3 

Plates,  press 

24 

99 

Fans  

23 

38 

Filtermass  or  board 

9 

57 

Electric  

23 

36 

Filters  

24 

23 

Exhaust  

23 

37 

Findings   shoe 

24 

25 

Water  motor           .   . 

23 

40 

Shoe    N  O  S 

59 

66 

Fare  boxes,  street  car  

16 

18 

Fir  pillows  

24 

26 

Registers  
Fasteners,  cork  

16 
65 

20 
11 

Fire  alarm  boxes  
Apparatus 

24 
24 

50 
30 

Machinery  
Tin  straps.     .   . 

46 
65 

43 

27 

Arms  
Brick 

24 
11 

27 
44 

Wire  

19 

28 

Clay 

17 

55 

Fastenings,  bed  rail 

8 

25 

Clay  with  brick 

17 

56 

Faucets,  brass  

23 

41 

Crackers  . 

94 

99 

Iron      ... 

23 

42 

Engines 

94 

37 

Wooden 

23 

43 

94 

51 

Feather  beds  
Ousters 

23 
23 

45 
46 

Extinguishers  

24 
24 

54 

58 

Pillows  

23 

45 

Kindlers 

24 

63 

Trimmings.. 

23 

47 

04 

47 

Feathers  

23 

48 

Place  lining 

38 

10 

for  milliners  

48 

60 

Plugs       .   . 

38 

12 

Feed  

23 

51 

Proofing 

24 

65 

Boxes,  iron  

10 

65 

Sets 

63 

16 

Chopped  

23 

51 

Works 

24 

64 

Cookers  

18 

66 

Firkins 

75 

43 

Cutters 

15 

8 

Steamers  
with  evaporators  

22 

22 

62 
62 

Fibh,  dessicated  
Dried  or  salted 

24 
24 

66 
70 

Feeders  ,  self  

3 

Canned  . 

13 

35 

Feldspar 

k3 

56 

24 

67 

Felloes,  gearing  

72 

28 

Globes 

5 

66 

Mixed  C.  L          

72 

21 

Plates 

38 

13 

Rough  sawed. 

72 

2° 

Pickled 

94 

69 

Felt,  N    O.  S  

23 

57 

Smoked 

24 

68 

Clippings.  .. 

23 

61 

Fishing  poles 

24 

73 

Hair  ...   

23 

59 

Rods 

24 

75 

Roofing  

23 

60 

Tackle 

24 

76 

Felting,  boiler  
Fence  machines 

23 

45 

58 
42 

Fittings,  brass  
Pipe 

11 

")4 

27 
40 

Posts,  iron  
Steel  picket    ..   .. 

38 
38 

1 

2 

Fixtures,  curtain  
Gas 

20 
94 

33 

78 

Wood 

55 

16 

33 

9 

Wire  

23 

64 

l<  lectrical 

->4 

and  wood  

23 

72 

Lightning  rod 

43 

30 

Fencing,  expansive  

38 

6 

Soda  fountain 

25 

Iron      

38 

3 

64 

42 

Railing..  . 
Wire     

38 
23 

5 
69 

Telephone  instruments  
Flagging   stone 

64 
62 

42 
35 

Wooden  

23 

70 

Flag  sticks 

25 

4 

Fenders,  iron  

23 

73 

Flags 

25 

9 

Pickup 

'•>3 

74 

25 

1 

Fenugreek  seed  
Meal  

59 
25 

14 
37 

Flakes,  breakfast  
Flanges   wheel 

16 
38 

55 
14 

Ferro  Manganese  

24 

1 

Flasks,  foundry  

25 

54 

Silicon  .... 

24 

3 

Iron 

38 

15 

Ferrules.    .   . 

24 

4 

55 

66 

Fertilizer  spreaders  

2 

44 

Flax  

25 

5 

Fertilizers   ..   .. 

24 

5 

Moss 

•;5 

Fibre,  bamboo  .  .. 

24 

8 

Seed 

59 

11 

Bass  
Cocoa 

24 
24 

9 
10 

Flax  ,  straw  

Fleshing-; 

25 
25 

7 
9 

Grass  

24 

12 

Flexible  clasps,  iron 

37 

38 

Palm  .  .  . 

24 

13 

Flights,  conveyor... 

18 

63 

381 
Index — Continued . 


Flint 

Paper 

Floats,  seine 

Floral  designs 

Floor  lights  

Flooring,  fancy  

Wood  with  house  trimmings.. 

Floors,  bowling  alley 

Flour. 

and  feed  bins 

Buckwheat 

Mill   machinery 

Pancake 

Potato  

Rice  

Sago 

Self-rising 

Self-rising  in  paper 

Sifters 

Tapioca 

Wood 

Flower  pots 

Seeds 

Stands 

Flowers,  artificial 

Flowers,  dried 

Flue  pipes 

Scrapers 

Linings 

Linings  with  fire  brick 

Flues,  brass 

Boiler. 


?e  Item 
25  10 
53  11 
11 
13 
15 


Copper. 
th« 


Earthen 

Iron 

Fluid,  washing 

Electro  disolvent 

Fluor  spar 

Fluters 

Fluxal .". 

Fly  nets  

Paper 

Foil,  brass  or  copper 

Foils,  fencers 

Food,  animal  

Beaters 

Bird : 

Dog... 

Milk  

N  erve 

Poultry 

Prepared 

Preservatives 

Foot  stools 

Warmers 

Foots,  oil  and  molasses 

Forges 

Forgings 

Forks,  barley 

Bicycle '. 

Hay 

Hay,  horse 

Manure 

Fossil  meal 

Specimens 

Foundation,  bee  comb 

Foundry  facings 

Foundry  flasks 

Fountains,    iron 

Soda 

Founts,  lamps,  and  chimneys  and 

glassware 

Frames,  awning 

Blind 

Buck  saw 

Carboy,  tilting 

Circular  saw 

Clothes  wringer 


45 

9 

48 
14 
25 
17 
44 
55 
22 
55 
55 
55 
25 
25 
55 
54 
28 
2 

83 
27 
28 

3 

7 

29 
46 
30 

2 

70 
32 
33 
22 
26 
34 
35 
36 

2 
13 
73 
71 
39 
47 
40 
41 
43 
45 
39 
46 
64 
54 
48 
50 
51 
16 
34 
54 
35 
30 
35 
52 
53 
27 
33 
54 
55 
57 

3 
25 

58 
61 
18 
61 
36 


Frames,  cot 

Door,  com'n  wood 

Grindstone 

Harrow 

Honeycomb 

Lantern 

Lounge 

Mirror 

Packing  

Parlor 

Paper 

Paper,  returned 

Picture 

Plush  

K  oad  cart  body 

Sash 

Screen,  common  wood 

Sewing  machine 

Show  case 

Skylight 

Soap 

Valise 

Window  and  door  iron 

Window,  common  wood 

Window  and  door  screen 

Freezers,  ice  cream . . . 

Fringe,  N.O.S 

Froes  coopers 

Frogs,  R.  R 

Fronts,  galvanized  iron 

Fruit 

Baskets 

Baskets,   paper.  

Baskets,  returned 

Barrels 

Boxes,  returned 

Candied 

Canned 

Chests,  returned 

Crates 

Returned 

Dried 

Driers 

Evaporators    

Green r 

Jars  and  tops 

Jars  and  glassware 

Jar  rubber  bands 

Presses 

Syrup 

Fuel,'  cartridges 

Composition 

Fullerine 

Fuller's  earth 

Furnace  castings , 

Parts 

Pipe  fittings 

Furnaces,  cupola  

Furnaces,  heating 

Furniture,  C.L 

Bamboo,   L.C.L 

Brass,  L.C.L 

Church,   C.L 

Church,    L.C.L 

Frames,  L.C .  L 

Frames,  C.L 

Iron 

N.O.S. 

N.O.S. 

Office 

School 

Second  hand 

Stock,  L.C.L 

Stock,  C.L 

Stain 

Toy  and  hobby  horses 

Trimmings.... 

Vault,  C.L... 


Page 
29 
25 
33 


C.L 

L.C.L.. 


42 
2!) 
25 
25 
29 
2o 
15 
26 
25 
70 
25 
28 
25 
i;o 
60 
25 
25 
88 
25 
2(1 
96 
2(1 
28 
38 
38 
28 

7 
15 

7 
15 
2fi 
13 
15 
20 
t5 
26 
2li 
22 

21 ; 
31 
31 
51 
58 

86 
26 

2(1 
22 
1(1 
2(1 
2d 
2(1 
26 
2(1 
28 
28 
28 
2* 
29 
2(1 
29 
26 
"9 
211 
27 

29 
26 
81 

:*•> 
Sfl 
28 


Item 
20 
58 

3 
25 
63 
21 
20 
66 
64 
34 
64 

2 

66 
68 
47 
58 

2 

69 
40 
48 
70 
72 
18 
58 

1 
12 

3 

4 
19 
20 

8 

52 
52 

26 

21 

5 

35 

21 


10 
61 
8 
i« 
it; 

70 
12 

.-,»; 
11 

12 
13 

1 

27 
18 
19 
15 
16 
21 
55 
58 
41 
M 

1 
50 

2 
48 

:J> 
49 


382 
Index — Continued. 


p 

Furniture,  vault,  L.C.L 

V 

"em 
6 

Glasses,  beer 

Page  I 
31 

tern 
6 

Fur  waste  or  clipping's. 

34 

49 

Looking   . 

31 

9'i 

Furs.        ..               .                

26 

14 

Tumblers      .            

32 

18 

Hatters 

34 

15 

Looking,  framed 

31 

47 

and  skins  
Fuse 

34 

30 

36 
37 

Glass  house  pots  
Glauber's  salts 

55 
58 

31 

99 

Glazier's  lead. 

43 

38 

G 

Points     

57 

11 

Globes   arc  light 

31 

51 

Galls  ox  

30 

39 

Fish      ...  

.    ..          5 

66 

Galvanized  iron           .  . 

38 

21 

Geographical 

32 

90 

Gambier  

30 

42 

Glass  

32 

9 

Game  .        

55 

42 

Lantern      .  .. 

32 

1 

Boards  . 

30 

43 

Street    lamp 

32 

9 

Garlic  

67 

59 

Gloves,  boxing          

32 

91 

Gas,  carbonic  acid 

30 

46 

and  mittens 

32 

99 

Dental  . 

30 

47 

Husking  . 

32 

9T 

Black 

30 

45 

Glucose 

32 

91 

Burners  

12 

24 

Feed  .  .  . 

32 

95 

Cylinders,  R  R    car  supply 

20 

59 

Glue  

32 

•>7 

Fixtures 

94 

78 

Liquid.  . 

32 

9q 

Generating  machines  
Generators  . 

45 
45 

46 
48 

Pots  
Stock        

55 
32 

33 
y> 

Liquid  carbonic  acid  

1 

3 

Glycerine  

32 

34 

Logs  . 

45 

3 

Goat  skins 

34 

51 

Mantles  

47 

9 

Goats  

44 

?,5 

Meters..         

48 

38 

Golf  sticks    .             

32 

37 

Oxvgen 

30 

48 

Governors  ..  .  . 

32 

41 

Pipe         

38 

22 

Government  supplies  

32 

38 

Regulators 

57 

2 

Grader  blades 

32 

46 

Gasoline  

51 

14 

Graders,  outfit  

18 

60 

Gates,  combination 

30 

49 

Road 

32 

49 

Fence 

30 

49 

Grain. 

32 

47 

and  fencing 

30 

53 

Baggers  

4 

8 

Iron 

30 

50 

Cleaning  machines 

45 

49 

Safety  and  attachments 

30 

54 

Conveyors  

18 

65 

Water 

30 

51 

Dumps 

18 

65 

Wire..., 

30 

49 

Cradles  

5 

7 

Wooden  . 

30 

55 

Heading  machines 

9 

18 

Gauges,  steam 

30 

56 

Scoops 

4 

36 

Track.. 

30 

57 

Screenings.      ... 

32 

M 

Water  

30 

58 

Granite  

47 

1?, 

Gears,  vehicle 

70 

36 

Iron  ware                

32 

5? 

Geese,  decoy.                * 

20 

63 

Granola 

16 

f>5 

Gelatine       ... 

30 

59 

Grape  cuttings  

32 

54 

Generators,  electric  

30 

61 

Juice 

41 

31 

Soda  water    

30 

62 

Pomace  

32 

55 

Steam 

30 

64 

Vines.. 

32 

54 

Ginger 

30 

65 

Graphite 

32 

56 

Ale 

30 

66 

32 

58 

Root 

30 

65 

Grasses 

3? 

60 

Gins,  cotton,  parts  of  and  ginning 

Grass  catchers  

4 

9 

machiney 

45 

23 

Sea  or  prairie.. 

32 

59 

8inseng  

31 

3 

Grate  bars  

38 

?4 

lass  

31 

4 

Grates  

.    ..        38 

28 

Bent  

31 

41 

Grave  vaults  

67 

56 

Broken  

31 

17 

Gravel 

32 

6?, 

Broken,  with  junk 

41 

38 

Bird 

58 

?7 

Chipped  

31 

19 

and  roofing  outfits  

57 

3?, 

Colored 

31 

38 

Grease.. 

32 

63 

Cut  

31 

49 

Butter  

12 

?,8 

Cylinder 

31 

41 

Kxtractors 

23 

31 

Decorated  

31 

22 

Grenades,  hand  

24 

56 

Floor  

31 

15 

Greenhouse  material         

56 

78 

Ground  window 

31 

43 

Griddles.. 

32 

71 

Leaded  cathedral  
Mirror   p^ate 

31 
31 

18 

28 

Grilles,  wooden  
Grinders,  mower  knife 

75 
2 

48 
49 

Pendants 

32 

10 

Grindstone  frames 

33 

3 

Plate  

31 

33 

Fixtures         ..            .   . 

:iS 

Prism.. 

as 

11 

Grindstones  

32 

T:-! 

Reflectors  
Rough  rolled  or  ribbed 

32 
31 

13 

38 

and  frames.   
Grits                     ... 

33 
16 

3 

55 

Rough  . 

31 

40 

Groceries,  N  ()  S 

33 

Roofing  

31 

39 

(jrulibers,  brush  

3 

?,0 

Sheet. 

31 

41 

Gauger     track 

40 

61 

Shock  . 

31 

28 

Guano 

33 

8 

Tumblers. 

32 

18 

Guards  s>tay  fence 

40 

37 

Ware,  N.O  S. 

31 

50 

Wire. 

74 

44 

Window... 

31 

44 

Wheel.. 

73 

t)'2 

383 
Ind<i.r—  Continued. 


p 

age  1 
33 

em 
10 

I 
Harvesters  beet 

>age  I 

ern 
94 

Camphor.                    ..            ... 

33 

11 

Com     ' 

9 

Copal 

33 

15 

Self-binding 

,j 

°6 

Chewing..               

33 

12 

Hasps                                      .   . 

34 

6 

Chicle. 

33 

14 

Hassocks 

34 

7 

Cutch  
Damar 

20 
33 

49 
15 

Hatchets  
Hats  

34 
34 

8 
9 

Dextrine 

33 

16 

Cases 

12 

1* 

Kowrie             

33 

15 

Racks  

29 

13 

Pontianac.                               .   .. 

33 

17 

Roundings 

34 

13 

Shellac 

33 

15 

Hats 

34 

1 

Gums..           

33 

18 

with  milliuery        .             

48 

60 

Gun  Implements                         .  .. 

33 

<>3 

Hatters'  furs 

34 

15 

Cotton 

43 

99 

Hay 

34 

16 

Powder                        ..            ... 

55 

57 

Bands                    .   . 

38 

16 

Stocks 

33 

<>4 

Hands  with  wire  fence 

74 

48 

Wads            

33 

27 

Caps    

34 

17 

Guns 

33 

19 

Carriers  and  returners 

9 

99 

Guns  and  rifles  

33 

19 

Carrier  track  

9 

»,9 

Gutta  percha                ..        .  . 

33 

28 

Forks  (horse) 

9 

30 

33 

30 

Knives  . 

4 

37 

Guts.                               

33 

31 

Loaders  

9 

31 

Gymnastic  apparatus 

33 

33 

Presses  . 

3 

15 

33 

33 

Pulleys 

2 

V 

Racks- 

2 

33 

Racks,  iron  

56 

7?, 

Rtckers  

•> 

31 

H 

Slings 

9 

34 

Stackers  

2 

31 

Hair                        

33 

36 

Tedders  

9 

35 

Clippers 

17 

58 

Heading  and  staves 

62 

IS 

Curled     

33 

42 

Bolts  .                    

34 

18 

Crimpers. 

33 

44 

Machines,  grain 

2 

18 

Felt 

°3 

58 

Head  lights 

34 

19 

Felt,  building 

23 

-60 

Linings      .  .. 

34 

?,1 

Pins 

33 

45 

20 

64 

Rope  .. 

57 

59 

Powder  keg    

41 

61 

Hall  stands 

29 

Jl 

Hearths,  L.  C.  L 

29 

15 

Halters  .           ...               

33 

62 

C.  L  

26 

53 

Hames 

33 

63 

Heaters.. 

34 

?1 

Sticks 

33 

65 

i       Hot  water 

34 

?9 

Hammers 

33 

46 

Steam  jacket          

34 

30 

Trip 

40 

64 

Street  car 

34 

?6 

Hammock  spreaders 

33 

49 

Water,  feed      

34 

?,8 

Stands 

33 

48 

Heels,  leather 

42 

66 

Hammocks  

33 

47 

Hektographs  

34 

31 

Hampers  . 

33 

50 

Compound       ...                

34 

32 

Hams 

47 

52 

Hemp. 

34 

3:1 

Artificial 

33 

52 

Carpeting  

34 

34 

Hand  grenades 

''4 

5*5 

Seed.                        .                ... 

59 

17 

Implements    agricultural 

4 

29 

Herbs 

34 

35 

Handles,  iron  or  wire 

33 

53 

Herring,  dried  or  smoked        

24 

68 

for  bicycles  and  tricycles  

19 

29 

Hickory  nuts.  .. 

50 

47 

49 

18 

Hides 

34 

36 

Plow  . 

4 

12 

High  explosives         

3: 

6 

Handles    plow    with  wagon    m't1! 

72 

31 

Hinges 

38 

30 

"Wooden.. 

75 

52 

Spring  

38 

33 

Hangers  door 

33 

55 

Hitching  posts             

38 

35 

Clothing 

33 

54 

Hives   bee. 

8 

?9 

Iron 

40 

54 

Hobby  horses  

35 

52 

Pulleys  :  
Pipe 

39 
39 

42 
32 

Hods,  brick  and  mortar  
Coal  

35 
35 

7 
8 

Shafting 

40 

2 

H  oe  heads  

4 

39 

Track 

33 

56 

Hoes                        

4 

39 

Trough.. 

29 

7 

Rotary  (hand)  

4 

41 

Wooden.. 

33 

54 

Rotary  (horse)... 

9 

38 

Hardware 

'33 

58 

Wheel  ..        .      .   

4 

40 

Saddlery 

33 

69 

Hog  rings  

57 

13 

Harmonicas 

49 

55 

Skins           

34 

60 

Harness  

33 

61 

Hogs  

44 

23 

33 

69 

Dressed                                   .  .  . 

47 

49 

Oil 

9 

14 

H  ogsheads       

7 

12 

Safe  returned 

15 

43 

Hoisting  tubs  coal                

18 

9 

9 

95 

Holders  bag                           .  .. 

6 

44 

Plates  and  discs 

4 

3 

Hook        

35 

10 

Teeth 

4 

95 

Coin.                         

35 

9 

Harrows               ...   . 

2 

19 

Hollow  ware  

*S 

11 

and  seeders  combined  

9 

20 

Holly  branches  

35 

12 

384 
Index—  Continued. 


p 

Hominy 

age  I 

:em 
55 

I 

Page  I 

tern 

Honey.             

35 

16 

Ice        

36 

q 

Beans.. 

s 

21 

Cream  freezers 

36 

1? 

Hoofs 

35 

28 

Machines  . 

46 

14 

Hoof  ointment 

35 

19 

Shavers  . 

36 

13 

with  junk  
Stuffing         

41 

35 

38 
21 

Images  
Terra  cotta 

36 

64 

15 

61 

Hook  and  ladder  trucks 

24 

44 

Implements,  agricultural. 

1 

?0 

Toy 

71 

53 

'Returned 

1 

91 

Hooks  and  eyes 

35 

30 

Light  and  bulky. 

1 

?8 

Hooks,  brush  or  ax      

4 

42 

Incubators  .  .           .        ...'.". 

36 

17 

Button.. 

35 

28 

Indian  clubs           

75 

3? 

Cant  

35 

25 

Indicators,  speed  

36 

19 

Corn                  .  .        

4 

32 

Indigo.  ..... 

36 

?0 

Fishing  
Iron     

35 
34 

26 
6 

Infusorial  earths  
Ingots,  brass  

22 
11 

2 
25 

Pipe 

35 

27 

Aluminum  . 

5 

?3 

Potato  

4 

43 

Copper  

19 

2 

Hoop  iron 

38 

37 

Ingots,  iron  or  steel. 

36 

54 

Poles.  

35 

37 

Injectors,  steam  or  water  

36 

?4 

Hoops,  N.  O.  S 

35 

36 

Ink  pads     . 

36 

3?, 

and  hoop  poles 

35 

37 

Ink 

36 

95 

Truss  

35 

34 

Harness  

36 

31 

Barrel  . 

35 

31 

Printing. 

36 

?9 

Wooden  .         

35 

31 

Stands  

36 

33 

Hop  extract 

23 

16 

Wells 

36 

33 

Tea  
Hoppers,  water  closet 

35 
73 

43 

30 

Writing  
Insect  destroyer        .             .  .. 

36 
36 

25 
34 

Hops 

35 

40 

Powder.. 

55 

61 

Horn  pith 

35 

44 

Insoles    

36 

36 

Strips. 

35 

45 

Instruments,  dental 

20 

68 

Tips      

35 

46 

Electrical  

36 

37 

Horns      .  . 

35 

50 

iM  usical 

49 

51 

with  junk.   . 

41 

38 

Optical  

51 

?,9 

Klk 

35 

48 

Scientific       ... 

58 

60 

H  orse  collars  

34 

5 

Surgical  

36 

38 

Nails,  iron 

38 

74 

Telegraph         

64 

4? 

Powers. 

2 

39 

Telephone. 

64 

4?, 

Parish  roots  

57 

50 

Insulating  tape  

.  '       64 

18 

Radish,  prepared.. 

54 

11 

Insulators 

36 

39 

Shoes,  iron  

38 

38 

Telegraphic  

64 

43 

Shoes,  iron  and  rubber  com- 

Iron and  steel  articles 

36 

40 

bined  

38 

44 

Angle  

36 

43 

Horses 

44 

18 

Architectural 

39 

36 

Carpenters' 

35 

51 

A  \e  polls 

36 

46 

Hobby        .       .   .. 

35 

52 

Band     

36 

51 

Display.. 

35 

55 

Bar 

36 

5? 

Stitching.          

33 

72 

Roiler  

37 

3 

Hose,  canvas 

35 

56 

Bridge.. 

37 

12 

Leather  
Rubber 

35 
3o 

56 

56 

Cocks  
Corugated  . 

37 
37 

40 

48 

Bridges 

•>4 

61 

Knamelled 

38 

45 

Carriages. 

24 

31 

Galvanized.          

38 

?,1 

Carts 

24 

32 

(  ialvanized  sheet. 

37 

49 

Reels       

35 

59 

Hoop  

38 

37 

Wagons. 

69 

10 

Japanned 

40 

6 

Hosiery   

35 

62 

Liquor... 

41 

9 

Hot  water  heating  apparatus. 

34 

29 

Mass 

38 

46 

Hounds,  wagon  

72 

21 

Nitrate  of  

41 

7 

Household  goods 

35 

63 

Nut  locks      

39 

4 

House  cleaning  machines 

46 

14 

Ore. 

51 

4?, 

Movers'  outfits      ... 

36 

6 

Oxide  of... 

39 

5 

Houses,  model 

36 

3 

Pig 

39 

?,0 

Portable'  

36 

4 

Plainished  

39 

33 

Smoke 

36 

Plate  or  steel 

39 

35 

Hubs 

7° 

2n 

Railroad    N.  O.  S 

39 

48 

Hullers.  clover 

1 

29 

Rings      

38 

47 

Pea. 

2 

51 

Roll  scale 

39 

60 

Hulls,  cotton  seed.  .. 
Ric". 

19 

57 

60 
10 

Russia  
Rust                      

39 
39 

62 

5 

Hungarian  seed    

59 

17 

Scrap  

39 

75 

Huskers,  corn 

1 

30 

Scrap  and  junk         

41 

38 

Husking  gloves 

32 

23 

Sheet. 

40 

4 

Husks,  corn  
Hydrants  .  . 

36 

38 

7 
39 

Sheet  with  stoves  
Skelp... 

62 
40 

57 
15 

385 
Index — Continued. 


F 

Iron  and  steel  articles  '.  
Spiegel  .         

'age  Item 
36       40 
40       23 
38        48 
40        49 
9       60 
41        10 
41        12 
41        14 
41        13 
41        11 

41        19 
13        30 
44        26 
41        15 
41        17 
41        21 
41        22 
41        23 
31          5 
15         6 
31        10 
31        16 
31        16 
32          7 
62        48 
5        63 
41        28 
41        2.') 
41        27 
51        27 
51        27 
38        51 
38        50 
38        50 
38        50 
14        21 
62        48 
41        29 
41        30 
41        31 
72         6 
41        38 
41        39 
41        40 
41        42 
13        57 

67        59 
41        45 
41        44 
7        14 
6        76 
14        50 
41        46 
15        29 
41.       47 
41        48 
41        51 
41        54 
41        53 
50          3 
40        30 
41        56 
27        42 
28        43 
41        57 
75        43 

Knapsacks  

3age  Item 
41       58 
59        54 
76       38 
4        22 
41        59 
45        55 
4        32 
4        37 
48        64 
46        45 
3        49 
41        62 
75        59 
21        18 
41        63 
37        20 
58       37 
20        55 

42          1 
52        52 
42         2 
42         3 
75        62 
75        60 
42         4 
42         5 
75        60 
28         5 
75         9 
38        52 
42        11 
15       30 
31          9 
42        14 
42        15 
32         3 
32         3 
32         2 
31        51 
38        53 
42        16 
42        19 
42          <> 
42          7 
32         3 
42         9 
42         6 
42        10 
54        56 
42       21 
32         1 
42        20 
52        53 
9        61 
42        22 
42        27 
38        54 
45        14 
38        54 
62        20 
46        11 
2        46 
57        22 
63        50 
42        31 
42        32 
42        33 
42        49 
42        36 
15        44 

Knees,  ship 

Sulphate  of 

Yacht 

Tank         

Knife,  sections,  agl.  imp't  
Knit  goods 

Ironing  boards  

Isinglass 

Knitting  machines 

Ivory..  .  . 

Knives,  corn.  . 

Black. 

Hay 

N  uts  .  .  . 

Mincing  
Machine  . 

Istle         

J 

Jack  screws  

Mower  and  reaper  
Tobacco  

Wooden  . 

Knobs,  base  

Door  

Jackets,  can           

Knuckles,  car  coupler 

Jacks,  live 

Kraut 

Iron  

Cutters  ....          .... 

Wagon.      ...         

1L 

Labels,  wooden 

Japanned  ware 

Jardinieres,  N.O.S  
Stands 

Jars,  battery 

Butter,  returned  

Paper  

Jars  creamery 

Lace,  horse  net 

Fruit  or  milk  
Fruit  and  glassware  
Meat,  glass 

Laces,  shoe  
Ladder  stock       ... 

Ladders 

Stoneware  . 

Bicycle,  step  
Iron 

Jellv 

Jettine  

Step  

Jellyine 

Step  and  chair  combined  
Ladles,  butter  ..  .. 

Jewelers'  sweepings  and  tailings.. 
Joints,  oil  well  

Iron  
Lampblack 

Sucker  rod  .  . 

Journal  bearings  
Journal  boxes 

Boxes   returned 

Chimneys     

Boxes   car 

Chimney  cleaners              ... 

Box  lids  

Fixtures,  N.  O.  S  
Founts,  glass 

Jugs,  returned 

Stoneware  
Juices  fruit           

Founts  and  glassware  
Globes  and  chimneys  
Globes,  electric 

Juice  clam 

Grape 

Posts,  iron  
Lam  p  shades  
Tin 

Jumpers,  baby 

Junk 

Jute  

Lamps  and  fixtures     

Butts 

and  fixtures,  electric  
and  glassware 

Waste 

Canvass 

Iron  tank  
Metal                                    ..     . 

K 

Kale  

Kaolin  . 

street 

Land,  plaster          

Lantern  frames 

Globes 

Lanterns                     

Kalsomine 

Paper 

Kegs  

Lap  boards  
Lar>l                

Beer 

Beer  returned  

Lasts  

Powder 

Lath    metal 

Powder,  returned  

Wooden  
Lathing,  iron  and  steel  
Launches 

Kennels,  dog  or  poultry  
Kettles 

Pitch 

Laundry  machinery  
Lawn  mowers  
Rollers  

Key  blanks 

Kevs,  iron  

(  )rgan 

Spring 

Tennis  sets           

Kinetoscopes  

Lead  and  lead  articles  

Kitchen  cabinets  L  C  L 

Ba*es 

Kites,  pa  per  or  cloth  

Black  
Carriers,  returned  

Kits,  with  woodenware  .  .  . 

—25  K  W 


886 
Index — Continued . 


Lead,  bar 

Page 

Item 
33 

Pf 

Lining    flue 

Re 

99 

Item 
3 

Dross  . 

42 

50 

Stove 

6? 

61 

Foil  . 

42 

37^ 

1    Links  and  pins 

'iR 

55 

Gaskets  

42 

51 

Linoleum      

51 

22 

Glaziers'        .      ... 

42 

38 

Linseed 

59 

12 

Nitrate  of 

42 

39 

Cake 

1S 

17 

Pig 

42 

41 

19 

57 

Pipe         

•  42 

53 

Liquor  packages,  returned 

15 

31 

Pencil,  wood  

42 

52 

Liquids,  N.  O.  S 

43 

50 

Scrap        

42 

42 

Liquors  and  liquids 

-n 

51 

Skimming's  . 

42 

57 

Litharge 

41 

15 

Sheet,  N.  O.  S  

42 

33 

Lithographing  stones 

6? 

41 

Sheet  in  rolls 

42 

56 

Live  Stock 

44 

16 

Sublimed  

42 

43 

with  contractors'  and  grader's 

Sulphate  •      ... 

42 

44 

Outfits  . 

18 

60 

Sugar  of  .. 

42 

47 

Loaders,  hay  

? 

31 

Tea  

42 

46 

Locks,  iron  and  steel 

38 

56 

White,  dry 

52 

26 

N.  O.  S 

44 

27 

Leads,  printers'  

42 

58 

Locomotive  axles 

44 

35 

Leather,  and  articles  of 

42 

59 

Cabs 

44 

36 

Artificial 

4? 

63 

Cylinders 

44 

38 

Board..     .           

42 

65 

Pilots                    

44 

42 

Color 

50 

52 

Smoke  box  "fronts 

45 

1 

Dressing  . 

42 

67 

Spark  cloth          .             .   . 

44 

41 

Goods,  N.  O.  S. 

43 

1 

Springs  . 

40 

29 

Leather,  harness  
Belting          

42 

g 

62 
41 

Tanks.... 
Tires 

45 
44 

2 
35 

Pai_i  cake 

43 

2 

Wheels 

44 

35 

Scraps  

43 

3 

Locomotives  and  tenders 

44 

30 

Sole 

42 

62 

Logs 

45 

4 

Straps 

43 

6 

Logwood  extract 

?3 

17 

Tufts     ... 

43 

8 

Stick 

45 

5 

Leatheroid  

43 

9 

Ground    

45 

6 

Leaves,  palm  

52 

36 

London  purple 

55 

61 

N.  O.  S 

43 

10 

Looking  glasses 

31 

23 

Sumac  

43 

11 

for  furniture 

31 

47 

Legs,  piano                           : 

50 

6 

Loom  harness  and  reeds 

45 

7 

Table 

30 

19 

Spindles 

45 

g 

Lemon  peel 

43 

15 

Looms 

15 

29 

Squeezers 

43 

17 

Lou'ige  frames   C.  L 

96 

55 

Sugar  

63 

37 

?9 

20 

Lemons 

43 

14 

Lounges 

9q 

17 

Lenses,  spectacle  

32 

6 

Lubricators          ..                   ... 

45 

9 

Lentils  

16 

55 

Lumber 

15 

11 

Letter  boxes 

11 

8 

Drying  apparatus 

45 

15 

Letter  files  

43 

19 

Buggies 

68 

20^ 

Chips 

43 

21 

Box  cigar 

45 

10 

Lettuce  

67 

59 

Lumber,  valuable  woods 

74 

63 

Levels,  track 

65 

75 

Lye    concentrated 

15 

16 

Licorice,  mass  
Powder 

43 
43 

23 
24 

Root 

43 

25 

Stick    

43 

26 

M 

Lids,  journal  box  .,  

38 

50 

Life  preservers    cork 

43 

27 

Macaroni 

16 

55 

Rafts  

43 

28 

Machinery  and  machines 

45 

17 

Lifters,  clothes 

17 

72 

N.  O.  S 

46 

14 

Lighters,  cigar         .... 

17 

44 

Madder   

46 

47 

Gas  and  candle  

43 

29 

Magazines,  printed  

46 

51 

Lightning  rods  and  fixtures 

43 

30 

Powder   

46 

49 

Lights,  floor 

43 

35 

Powder,  stationary 

46 

50 

Heaa              '               

34 

90 

Powder   returned 

15 

39 

Vault  and  sidewalk 

31 

40 

Magnetic  appliances,  N.O.S  

46 

57 

Lignumvitae  . 

74 

63 

Magnesia                       

46 

52 

Lime  and  cement  mixed,  C.  L 
Limes 

16 
43 

52 
14 

Magnesite   
Mahogany 

46 
74 

54 
63 

Lime  .  . 

43 

36 

Mail  Bags  

6 

40 

Mixed.  C.  L       

43 

40 

Chutes  

17 

35 

Acetate  of 

43 

39 

Cranes 

*'0 

Mi-Sulphate  of       

43 

41 

Majolica  ware  

46 

58 

Carbonate  of 

43 

42 

Malleable  castings          

37 

27 

Chloride  of 

43 

43 

Mallets,  wooden                 ..   .. 

75 

64 

Medicated 

43 

44 

Malt  .. 

46 

59 

Phosphate  of 

43 

45 

Ale          

43 

55 

Stone 

43 

46 

Kx  tract 

'3 

19 

Water  

43 

48 

Sprouts  .            .       .             

47 

Lincrusta-  Walton 

43 

49 

Maltoid                              

16 

55 

Lining,  fire  place.  . 

?8 

10 

Mandrels  .  . 

38 

57 

387 
Index — Continued, 


Manganese  

Page 
47 

Item 

9 

Meters,  electric 

Page 

48 

Item 
37 

Ferro  

24 

1 

Gas  

48 

38 

Ore  

51 

46 

Water 

48 

42 

Mangers           

47 

3 

M  ica 

48 

43 

Mangles  

47 

5 

Scrap  

48 

46 

Manikins  

47 

7 

Pulverized 

48 

44 

Manila    

47 

8 

Middlings  purifiers 

46 

21 

Mantel  grate  frames  

.38 

58 

Middlings  .  . 

48 

47 

Tops  

29 

27 

Milk         .    •           ... 

48 

53 

Mantels,  C.  L  

26 

57 

Can  stock 

13 

36 

Iron 

38 

59 

Can,  returned 

15 

33 

Wooden,  C.  L  

26 

58 

Can,  shipping  

13 

54 

L.  C.  L           

29 

25 

Milk,  condensed 

48 

51 

Mantles,  gas 

47 

9 

Crocks   glass 

32 

g 

Iron   . 

38 

59 

Jars 

31 

16 

L.  C.  L              

29 

24 

Shakers 

48 

54 

Manure  spreaders 

9 

44 

Sugar  of 

48 

Map,  rollers  

47 

11 

Milkweed  pods  

48 

58 

Maps 

47 

10 

Millet  seed 

59 

17 

Marble     . 

47 

12 

Millinery  goods          .             

48 

59 

Dust  
Slabs  

47 

47 

19 
14 

Mill  board,  asbestos  
Dogs,  iron  

6 
38 

11 

67 

Slabs  for  furniture  ... 

47 

13 

Dogs,  wood 

75 

67 

Waste 

47 

20 

Rollers 

57 

31 

Marbles 

47 

21 

Stones 

62 

4° 

Marl         

47 

22 

Mills,   bark 

46 

24 

Marline 

47 

23 

Burr  stone 

46 

34 

Masks,  baseball  

47 

24 

Cane 

46 

25 

Cloth    

47 

25 

Cider 

46 

26 

Paper 

47 

26 

Cob 

46 

27 

Wire,  N.  O.  S        ...      .. 

47 

28 

Coffee 

46 

28 

Mast  arms  and  hangers 

39 

37 

Feed 

46 

31 

Match  sticks  

47 

30 

Drug  or  grocer 

46 

29 

Matches 

47 

29 

Fanning                           

5 

3 

Mats 

47 

33 

Grain 

46 

32 

Cocoa  fibre 

47 

34 

N.  O.S          

46 

40 

Door 

47 

35 

Paint 

46 

33 

Stove  

63 

1 

Mills,  portable  . 

46 

34 

Wooden 

47 

38 

Wind                       

46 

36 

Matte,  nickel  

50 

38 

Sugar  

46 

35 

Matting  

47 

40 

Mimeographs                   

48 

61 

Picture 

54 

14 

Mince  meat                                 .  .. 

48 

62 

Mattocks  

38 

60 

Mineral  water     

49 

1 

Mattresses,  N.  O.  S 

29 

28 

Water  packages,  returned. 

14 

50 

Wire,  L.  C    L 

29 

29 

Wool 

49 

9 

Wire,  C.  L  

26 

60 

Minerals        

48 

65 

Mauls    iron 

38 

63 

Mining  cages                    

13 

15 

Meal,  bone.  .  . 

10 

22 

Cars      

15 

54 

Bread       

11 

36 

Mint  sweepings                   

49 

10 

Corn 

16 

55 

Mirror,  pllate  glass                   .. 

31 

28 

Cotton  seed  
Cracker 

19 
19 

62 

68 

M  irrors  
Back  bar                           

31 
31 

23 

W 

Fenugreek  

25 

37 

for  furniture  

31 

47 

Oat 

16 

55 

49 

11 

Oil  cake 

51 

26 

Molasses                               

49 

12 

Rice  

57 

9 

Mouldings  

49 

43 

Wheat  germ 

16 

55 

Cornice                

37 

46 

Measures,   iron  

38 

65 

Plaster  of  paris  

49 

36 

"Wooden 

75 

65 

Money  drawers 

49 

15 

48 

°2 

76 

32 

Mixers  

48 

23 

Monuments,  bronze  

49 

16 

Pots  and  jars 

32 

7 

Metal 

49 

16 

Sausage 

48 

14 

Monuments    

47 

17 

Smoked 

4g 

12 

Mops                     

49 

17 

Meats    dried 

48 

5 

Morocco 

49 

22 

Canned 

18 

35 

M  ortars,  hand        

49 

23 

Fresh 

47 

47 

Druggists             

49 

23 

Pickled 

48 

13 

Moss                                      

49 

24 

Potted 

48 

10 

Flax      . 

49 

29 

Salted 

48 

11 

Irish 

49 

30 

Medicines     

48 

25 

M  otorcycles  

69 

23 

Patent  

48 

27 

Motors  and  cars,  combined     

16 

1 

Megaphones  

48 

28 

and  pumps,  combined,  electric 

49 

33 

Melons 

48 

29 

Mould-Boards            

4 

14 

67 

59 

Moulds    bottle 

49 

40 

Melophene 

48 

32 

Brick        

49 

38 

Merry-go-rounds 

48 

33 

Butter                   

75 

11 

Metal  polish,  gun.  . 

48 

34 

Cigar,.                  

49 

41 

388 
Index — Continued . 


Moulds,  ice  
Ingot 

Page 
49 
36 

Item 
39 
22 

O 

Oakum 

Page 
50 

Item 
53 

Tobacco  

49 

42 

Oars  

.    .          50 

54 

Moulding  composition 

49 

43 

Oat  meal 

50 

59 

Ceiling 

37 

30 

Hulls 

f>0 

55 

Wood            

75 

68 

Oats,  rolled 

16 

Mouldings,  plaster 

49 

36 

Ochre  

52 

97 

Mower  knife  grinders  
Knife  sections    

2 
4 

49 
22 

Office  chairs,  parts  of  
Furniture,  iron 

28 

29 

10 
6 

Knives  

X 

49 

Okra  

67 

ii9 

Mowers            ..           

3 

18 

Oil,  analine     

50 

63 

Lawn 

2 

46 

Board 

53 

21 

Mucilage  

49 

44 

Cake   

51 

20 

Muck  bars               

38 

68 

Cake  meal 

51 

26 

Mug  bases  and  cases  

16 

9 

Cans,  glass  

13 

50 

Mule  shoes 

38 

38 

Cans,  paper  

52 

46 

Mules 

44 

16 

Castor 

50 

64 

Muraline    wall  finish 

49 

47 

Cloth 

51 

99 

Murescoe 

49 

48 

Cottonseed 

50 

67 

Museum  outfits 

73 

49 

Cocoanut 

50 

66 

Mushroom  spawn 

49 

49 

Fish  

50 

69 

Music  cabinets 

29 

30 

Fusel  • 

50 

70 

Sheet       ..           ... 

49 

50 

Gloss  

50 

71 

Stands 

29 

31 

Harness 

50 

72 

Musical  instruments 

49 

51 

Lard  

51 

4 

Mustard 

50 

Linseed 

51 

Cakes  .. 

50 

19 

Lubricating  .  . 

51 

8 

Meal 

.    .          50 

18 

N.O-S  

50 

74 

Mustard    prepared 

54 

11 

of  Vitriol 

79 

52 

Seed  .                     .          .. 

59 

19 

Oleo  

51 

9 

Muzzles 

50 

20 

Palm 

51 

10 

Parrafine  

50 

11 

Petroleum 

51 

12 

Pine    

51 

16 

Nail  pullers 

50 

25 

Rosin 

51 

18 

Plate 

38 

70 

Salad 

54 

11 

Rods 

38 

71 

Stones    

62 

44 

Nails    brass 

50 

21 

Tanners 

51 

19 

Copper    . 

50 

22 

Well  supplies... 

51 

27 

Horse 

38 

74 

Oils                                .   .. 

50 

74 

Iron 

'     38 

73 

Kssential 

50 

68 

Picture 

oO 

23 

Ointment,  hoof   

35 

19 

Zinc  .. 

50 

24 

Oleomargarine  

12 

28 

Wire 

38 

73 

Olives  

51 

28 

W^ire,  with  fencing 

74 

48 

Onion  pickles 

54 

17 

Naphtha 

14 

12 

(  )nions 

67 

58 

Naphthalene 

50 

26 

Green   

67 

59 

Napkins    paper 

52 

54 

Onyx 

47 

1° 

Neck  vokes 

70 

29 

Openers,  can  

13 

S3 

Yokes  with  implements 

4 

5 

Optical  goods 

51 

29 

Yokes  with  wagon  mtl.  . 
Yokes,  centers 

72 
70 

20 

48 

Orange  peel  
Oranges        

51 
51 

31 
30 

Needles 

50 

28 

Ordnance  stores 

ss 

39 

Neftiline 

50 

29 

Ore          

51 

33 

Nerve  food 

50 

31 

Chrome 

51 

40 

Net11  and  netting 

50 

32 

Crushers  

...           45 

28 

Glue 

50 

33 

Emery 

51 

41 

Fly    horse 

49 

2 

Iron 

51 

42 

Netting,  N.  O.  S.".'. 

50 

34 

Manganese.     

51 

46 

Wire 

74 

50 

Mica 

51 

48 

Newspapers 

50 

36 

Purple    . 

:>i 

50 

Nickel 

50 

37 

Washers 

51 

52 

Matte    

50 

38 

Zinc  

51 

51 

Nipples,  brass  and  lead  
Nitre  cake 

50 
nO 

40 
41 

Organa  cses  
Keys 

49 
50 

63 
3 

Note  book,  students' 

10 

23 

Reeds  

50 

12 

Notions 

50 

43 

Springs 

61 

64 

Numbering  machines 

45 

57 

Organs  

49 

56 

Nursery  stock  

'.....        66 

15 

Ornamental  strip  

23 

69 

Nut,  galls 

50 

44 

Ornaments 

51 

53 

Kernels  or  meats 

50 

45 

Cornice  

37 

47 

Locks,  iron 

39 

4 

Pottery       ... 

55 

36 

Nutmegs 

50 

46 

Stove 

63 

14 

Nuts,  pea 

50 

51 

Osiers      

51 

54 

Edible 

50 

47 

Ovens 

51 

58 

Kdible  and  cocoa  nuts 

18 

21 

Enameling 

Cl 

56 

Iron 

39 

3 

Sheet  Iron 

63 

2 

Iron  with  bolts  .. 

37 

5 

Portable  .  . 

51 

58 

389 
Index — Contin  tied . 


Ox  bows 

Page 
76 

Item 
55 
55 
17 
5 
61 
67 
65 

12 
1 
2 
3 
4 
47 
5 
6 
7 
8 
32 
4 
59 
57 
15 
5 
47 
14 
15 
6 
21 
5 
15 
5 
37 
58 
5 
5 
1 
21 
2 
15 
33 
15 
27 
19 
35 
69 
52 
9 
23 
36 
37 
38 
30 
41 
12 
47 
7 
10 
36 
3 
43 
42 
4 
44 
6 
7 
1 
5 
46 
8 
9 
10 
48 
49 
52 

Paper,  emery  
Enameled 

Page  I 
53 
53 

tem 
11 
12 
40 
11 
13 
64 
2 
50 
51 
52 
53 
25 
15 
21 
55 
54 
23 
37 
58 
45 
35 
14 
73 
7 
11 
16 
38 
18 
25 
56 
59 
19 
19 
20 
21 
9 
25 
22 
26 
27 
43 
61 
28 
59 
59 
3 
30 
31 
32 
33 
34 
35 
5 
36 
27 
7 
37 
38 
32 
37 
36 
35 
52 
51 
44 
51 
16 
40 
41 
42 
ff 
55 
43 
55 
48 
25 
47 
14 

Yokes  

76 

Oxen            

..     ..        44 

Felt  for  roofing 

57 

Oyster  pails 

11 

Flint 

53 
53 

O  vsters  

51 

Fly 

Cove           

51 

r  rames 

95 

Pickled 

51 

Frames   returned 

15 
59 

p 

Packers,  Butter  .  . 
Packing 

75 
52 

Hangfingfc 

Kites.  .. 
Labels 

52 
52 

Lanterns  

52 

Manila  

53 

News 

53 
53 

Asbestos  

52 

Oiled 

FJax  

52 

Oil  cans 

59 

Hemp 

52' 

59 

House  products  
J  ute 

47 
...        52 

Parchment    
Patterns 

53 

53 

Metallic  .. 

52 

Pails 

52 
59 

Rubber  

52 

Plates  . 

Soapstone  

52 

Prints 

50 

Pads,  Ink  

36 

Printing,  N.  O.  S 

53 

Pads,  collar      .... 

34 

Racks 

56 

Cotton  . 

19 

53 
53 

Paging  machines  

....         45 

Sand 

Pails,  butter,  plain  

75 

Scrap 

53 
41 
53 

Candy  

11 

Scrap,  with  junk  .  . 
Shelf 

Chemical,  fire 

24 

Dairy,  tin  

65 

Straw 

...         '53 
52 

Dinner  
Galvanized  iron  

65 
39 

Tablets  and  tabs     . 

Tags  

52 
53 

Garbage    
Ice  cream  

65 
11 

Tissue    ..  . 

Toilet... 

53 

Lard  

75 

Wall 

53 

Oyster  ..     . 

11 

Waxed 

53 

Oyster,  returned  
Paper  

15 
52 

Weights,  glass 

32 

Wood  pulp  
Wrapping    

53 
53 

Paper,  candy  

11 

Paper,  oyster  

11 

Writing 

53 

Paper,  water 

53 

Papier  mache 

53 

Tin 

65 

73 

Wooden  

76 

Parers,  apple 

Paint 

52 

Paris  green 

53 

Drier  . 

52 

Parsley 

67 

Dry  

52 

Parsnips 

67 

Earth 

52 

76 
53 
53 

in  oil  

52 

'Rollings  
Paste  almond 

Mixers 

52 

Stain 

61 
74 

Carpet  cleaning  
Flour 

IS 

53 
53 

Wood  filler      ... 

Paintings 

52 

Glucose 

Paints  

52 

Laundry  . 

53 

Palm  leaves 

52 

Wall  cleaning  
Patent  insides  (newspapers)  . 
Medicines 

73 
53 

48 

Trees,  artificial  
Paneling  

52 
.   .          52 

Panels,  wagon  
Panorama  scenery  
Pans,  or  skillets 

71 
52 

39 

Patrol  boxes     .   . 

11 

53 

Patterns,  paper 

Wood  or  metal 

53 

Dust      .   . 

21 

Paving  and  roofing  material  . 
Blocks,  wood 

57 
9 

Dripping  

39 

Iron  

39 

Concrete  
Stone 

..   .           9 
62 
7 
2 
53 
50 

Vacuum 

67 

Paper,  N.  O.  S  

53 

Peach  baskets 

Balloons  . 

52 

Pea  hullers 

Bags 

52 

Hulls  
Peanuts 

Blotting  .. 

53 

Blocks 

52 

Pearl  ash 

6 

Book 

53 
53 

Pearl  hardening 

53 

Building  ... 

Pears  ' 

53 

Buckets 

53 

Peas   cow 

53 
67 
16 

Blue  print  

53 

Green.  .. 
Dry                           .   . 

Cans  ... 

52 

Card 

53 

Roasted 

53 

Carpet  

53 

Split 

16 

Cigarette  

53 

Peat 

53 

Collars  . 

52 

Peavies 

35 

no 

39 

Cones 

52 
20 

Pecans  
Pedestals  .  . 

Cutters... 

390 
Iddex — Continued. 


Pedestals,  store  stool  

Page 
53 

Item 
49 

Pins,  picket  points  

Page 
39 

Item 
17 

Wood           

53 

50 

Picket  iron  

39 

15 

\Vooden 

53 

50 

Tuning 

54 

31 

Pegs,  shoe  

53 

51 

Pipe  ,  balls,  iron  

39 

29 

Pelts           

34 

36 

Block  tin 

54 

32 

Sheep 

34 

67 

Blow 

54 

33 

Sheep,  pickled  

35 

2 

Cement 

54 

35 

Peltries 

34 

49 

Chimney  or  rlue 

29 

3 

Pendents  

32 

10 

Coils,  iron  

39 

27 

Pencil  wood 

42 

52 

Conductor  . 

54 

35U 

Pencils,  lead  
slate  .      .  .. 

53 

53 

52 
53 

Pipe,  connections  with  wind  mills 
Copper    

46 
19 

39 
6 

Pens                                ..  . 

53 

54 

Pipe  covering,  asbestos 

6 

9 

Pepper  and  pepper  meal  
Green 

53 

67 

55 
59 

Covering,  cement  
Covering,  felt 

16 

23 

48 
62 

Sauce  

54 

11 

Fittings,  N.  O.  S  

39 

31 

Percussion  caps 

13 

59 

Fitting  brass     .   .                 

11 

27 

Perfumery 

53 

58 

Fittings,  nickle  plated 

54 

40 

Petrolatum 

53 

60 

Furnace 

28 

19 

Petroleum  . 

51 

12 

Hanger  . 

39 

32 

Tar  or  residue  

53 

63 

Iron.  .. 

38 

22 

Pews,  church      

28 

33 

Wind  mills 

46 

39 

Phenyle  (disinfectant)  

53 

68 

Lead  

42 

53 

Phonograph  stands        .      .   . 

53 

71 

Porcelain  lined  

39 

23 

Phonographs                   .  .   . 

53 

70 

Riveted  sheet  iron 

39 

25 

Phosphate  rock  

53 

72 

Sewer  

54 

35 

Phosphates,  beverages 

49 

1 

Spiral  steel 

39 

24 

Fertilizer  

53 

73 

Stems  

54 

41 

Phosphor,  bronze        .... 

54 

9 

Stove    

54 

36 

Phosphorus. 

54 

1 

Terre  cotta 

64 

60 

Photo  dry  plates  

54 

6 

Water,  wooden  

54 

39 

Photographic  material 

54 

4 

\Vater,  iron 

40 

73 

Piano  actions 

49 

61 

Tongs 

54 

40 

Boxes,  returned 

15 

38 

Wrenches 

54 

42 

Cases 

49 

63 

Wrought  iron 

39 

26 

Legs      .        

.   ..        50 

5 

Pipes,  smoking  

54 

43 

Plates  . 

50 

7 

Organ 

50 

11 

Sounding  boards.  .. 

50 

8 

Pitch  

54 

46 

Stools 

50 

9 

Pith,  corn  stalk 

19 

46 

Pianos 

49 

59 

Plane  bodies 

54 

48 

Picker  sticks 

54 

9 

Planes,  hand      

54 

47 

Picket  pins,  iron 

39 

15 

Planters,  corn 

2 

4 

Pickets,  points  
Wooden 

39 
76 

17 
4 

Hand  
Cotton  . 

4 

2 

30 
9 

Pickle  or  brine 

54 

10 

Planters    potato 

3 

14 

Pickles 

54 

11 

potato,  hand          .                .  . 

4 

44 

Picks  -. 

39 

19 

Plants  

54 

51 

Pickup  fenders 

23 

74 

Artificial 

54 

53 

Picture  backing 

76 

5 

Plaster  and  wall  finish 

54 

59 

Frames  

25 

66 

Plaster  board  

54 

60 

Matting 

54 

14 

Land 

54 

56 

Pictures 

52 

9 

of  paris 

54 

63 

Pie  cases 

12 

52 

Wall     .  .          .                ..     .   . 

54 

54 

Plant 

67 

59 

Plasters,  medicinal 

54 

61 

Preparation                   

54 

15 

Plastico  

54 

64 

Pigeons,  alive 

54 

17 

Plated  ware 

54 

65 

Clay  

54 

16 

Plates,  boiler  

37 

2 

Pig  copper 

19 

4 

Brass     ... 

11 

25 

Iron 

39 

20 

Butter   paper 

52 

45 

Lead  .  . 

42 

41 

Butter,  wooden  

75 

13 

Tin 

65 

7 

Center 

37 

31 

Zinc  

76 

56 

Copper  

18 

70 

Pigs"  feet         .      .  . 

54 

18 

Coulter 

4 

3 

Pile  drivers 

54 

Sterotype  . 

54 

66 

Piles,  wood  

54 

23 

Engravers'. 

54 

68 

Pillow  sham  holders 

54 

24 

Filter 

66 

25 

Pillows,  N.  O.  S... 

54 

25 

Fish,  iron  

38 

13 

Fir 

54 

26 

for  cultivator  shovel 

4 

24 

Pilots,  locomotive  

44 

42 

for  plow  shares  

4 

?4 

Pimento  

54 

27 

Harrow    

4 

3 

Pineapple 

54 

29 

Iron  or  steel 

39 

35 

Pine,  ground.  .  . 
Pins...  

54 
54 

28 
30 

Photo  dry  
Piano 

54 
50 

6 

7 

Coupling  

38 

55 

Pie,  paper  

54 

69 

Clothes  

75 

28 

Pie,  wooden 

75 

19 

Dowel 

75 

40 

Tack 

40 

47 

Hair 

33 

45 

Tie    R   R 

40 

53 

Insulator... 

64 

44 

Wooden.  .  . 

75 

19 

391 
Index — Continued. 


Page  Item 
9 
21 
11 
10 
31 
14 
14 
12 
12 
13 


Plow  beams,  iron  ....... 

Rough  .......................... 

Wooden,  N.  O.  S  .........  ..... 

Wooden  .........  .  .............. 

with  wagon  material  ........... 

Bottoms  ........................ 

Castings  ........................ 

Plow  handles.  L.  C.  L  ............. 

Handles,  C.  L  .................. 

Handles,  rough  ................ 

Handles,  with  wagon  material 
in  rough  .................... 

Beams  and  handles  with  ve- 

hicles .......................  72  31 

Lays  ............................  4  14 

Mouldboards  ...................  4  14 

Points  ..........................  4  14 

Points  with  plow  handles  .....  4  7 

Shares  ..........................  4  14 

Wings  ..........................  4  14 

Plows,  gang  .......................  3  1 

Listing  .........................  3  4 

Rotary  ........................  3  1 

Snow,  street  railway  ...........  60  68 

Snow,  R.R  .....................  60  66 

Sulky  ...........................  3  1 

Walking,  wheeled  .............  3  1 

Walking,  N.  O.  S  ..............  3  9 

Plugs,  fire  ..........................  38  12 

Plumbago  .........................  54  70 

Plumbers'  earthenware  ............  20  16 

Materials  .......................  54  72 

Plumes,  teather  ....................  48  60 

Pockets,  stake  ......................  40  32 

Wall  ...........................  30  26 

Pec's,  milkweed  ...............  48  58 

Points,  glaziers'  ....................  57  14 

Plow  ............................  4  14 

Plow  and  plow  handles  ........  4  7 

Pointers,  blackboard  ..............  9  3 

Pokes,  animal  ......................  54  73 

Poles,  for  agricultural  implem'ts..  4  17 

Bamboo  ........................  55  2 

Barbers'  .........................  55  1 

Coupling  .......................  71  31 

Curtain  .........................  20  34 

Electric  light,  iron.  ..           .....  39  31 

Fishing  .........................  24  73 

Hoop  ..........................  35  37 

Iron,  for  electric  railways  .....  39  37 

Sucker  rod  ......................  55  3 

Telegraph,  iron  ................  40  50 

Telephone,  iron  ...............  64  46 

Tent  .............                   .....  64  54 

Vehicle  .........................  71  1 

Wooden  ........................  64  47 

Polish,  furniture  ...................  55  8 

Metal  ...........................  48  34 

Shoe  ............................  9  16 

Stove  ...........................  9  17 

Polishing  compounds    ............  55  6 

Pool  balls  ..........................  6  49 

Popcorn  ...............  19  36 

Balls  ...........................  19  39 

Popped  corn  .......................  19  39 

Poppers,  corn  .....................  19  45 

Porcelain  ware  ....................  55  11 

Porch  shades  .......................  9  30 

Pork,  salt  ............  48  5 

Barrels  ..........................  7  5 

Loins  ...........................  47  53 

Spare  ribs  .......................  47  53 

Tenderloins  ..........  47  53 

Trimmings  .....................  47  53 

Portable  grain  dumps  .............  18  65 

Porter...-.  ...........................  43  55 

Packages,  returned  ............  14  50 

Portfolios,    bamboo  .....  29  35 


Page  Item 

Postal  bag  racks 39  38 

Post  hole  diggers 55  13 

Office  boxes 11  8 

Office  woodwork  55  14 

Posts,  fence 55  .16 

Fence  and  fencing 23  68 

Fence,  sheet  iron 39  39 

Steel  and  wire  fence 23  68 

Hitching,  iron ;8  35 

Hitching,  wooden 75  56 

Lamp,  iron 38  53 

Newel 74  66 

Potash 55  17 

Balls 55  25 

Bi-chromate  of 55  20 

Caustic 55  21 

(.  hlorate  of 55  22 

Cyanide  of 55  23 

Muriate  of 55  24 

Tablets 55  26 

Potato  diggers 3  12 

Flour..                           16  55 

Hooks 4  43 

Mashers 76  8 

Planters 3  14 

Planters,  hand 4  44 

Scoops 58  63 

Potatoes 67  59 

Sweet 67  62 

Pots,  corrosive 55  27 

Flower 55  28 

Glasshouse 55  31 

Glue 55  33 

Meat,  glass 32  7 

Potters' pins  and  stilts 55  34 

Pottery  ornaments 55  35 

Poultry 55  37 

Kennels 55  51 

tood 25  39 

Pounders,  clothes 75  29 

Steak 76  16 

Powder,  baking 55  53 

Blasting 55  57 

Bleaching 9  ?5 

Electric  dissolvent  22  28 

Gunpowder 55  57 

Insect 55  61 

Insect,  N.O.S 55  62 

Keg  material 41  61 

Magazines,  stationary 46  49 

Toilet 55  65 

Washing 56  1 

Powders,  bronze 18  72 

Condition  ..                       55  55 

Jelly 55  63 

Meat  preserving 55  64 

Metal 18  72 

Soap 55  68 

Yeast 76  53 

Preservatives,  wood 74  58 

Preserves 5  63 

Press  screws,  tobacco 56  23 

Drillshoes 4  19 

Presses,  bookbinders' 56  2 

Broom 56  4 

Cheese  56  6 

Cider 56  8 

Copying 56  10 

Cotton 56  .  11 

Fruit  or  vegetable 56  12 

Handseal 56  17 

Harness 56  13 

Hay 3  15 

Lard 56  6 

Printing 56  14 

Tobacco 56  18 

Veneer 56  20 

Pretzels 56  24 


392 
Index — Continued. 


F 
Primers             

age  11 
56 

em 

?5 

Racks,  mea'  ... 

Page  I 
56 

:em 
66 

Printed  matter 

56 

27 

M  usic  . 

99 

31 

Matter,  advertising  

1 

16 

Postal  bag  

56 

68 

Printers'  elastic  composition  
Printing  presses  

56 
'56 

29 
14 

Roll  paper  
Shoe  

56 
56 

73 

75 

Prism  lights 

32 

11 

Towel.  .  . 

27 

IS 

Props                              

56 

31 

L.  C.  L. 

30 

99 

Protectors,  wall  

73 

6 

Wagon  

71 

6 

Pruners,  tree              . 

66 

11 

Radiators,  gas 

56 

76 

Pudding  or  puddine 

56 

33 

Steam 

56 

77 

Pulley  clutches  

56 

40 

Radishes  

67 

59 

Pulleys,  iron 

39 

41 

Katts,  life 

56 

79 

Hay  

2 

3? 

Rafters,  greenhouse    . 

56 

78 

Paper       

56 

36 

Rags 

56 

HO 

Pulley  castings,  rough  

39 

49 

with  junk  

41 

38 

Sash  cord  

56 

37 

Rail  benders 

39 

=>0 

Wood 

56 

38 

Brace. 

39 

40 

Pulp,  beet  

56 

41 

Stair  

74 

66 

Board     .  .  . 

74 

59 

Tongs.     .   . 

39 

52 

Cotton  seed  

19 

60 

Railing,  altar  

26 

II 

Grinding  stones  

32 

73 

Iron,  JN.  O.  S 

39 

45 

Pulp,  mineral 

56 

42 

and  fencing. 

38 

5 

Straw. 

56 

43 

N.  O.  S. 

39 

45 

Wood         

56 

44 

Rails,  old 

39 

=i4 

Pulpits  

26 

41 

Steel  or  iron  

39 

53 

Pumice  stone     ....        ..           ... 

62 

32 

Railway  cars.. 

15 

49 

Pump,  cylinders  and  wind  mill.  .. 
Curbs  

46 

56 

39 
55 

Railway,  cash  
Rake  teeth  

14 
4 

48 
91 

Tubing.      .   . 

56 

46 

Rakes,  hand 

4 

\*\ 

Pumpkins  

67 

59 

Hay,  horse              

2 

41 

Pumps  . 

56 

45 

Horse,  sulky 

2 

1° 

with  wind  mills. 

46 

39 

Sweep. 

2 

31 

Bicycle  air  

8 

53 

Stalk 

3 

17 

Brass 

56 

48 

Range  bodies. 

10 

9 

Chain  

56 

49 

Boiler  stands. 

10 

10 

Copper. 

56 

50 

Boilers  . 

10 

H 

Elevator  bucket    

12 

8 

Ranges,  water  closet,  iron. 

73 

3? 

Iron 

56 

51 

Rasps    

94 

4>1 

Sand 

51 

27 

Rattan 

56 

89 

Steam  .     . 

56 

52 

Razor  strops  ... 

63 

31 

Tin. 

56 

53 

Reaches,  wagon. 

71 

31 

Wooden 

56 

45 

Reamers  

51 

97 

Puncheons. 

7 

87 

Reaper  knife  sections 

4 

99 

Punk 

56 

57 

Knives 

3 

49 

Purifiers  

56 

58 

Reapers  and  mowers 

3 

18 

Purola. 

1° 

98 

Reeds,  organ 

50 

I9 

Pushers   car 

16 

3 

N   O  S 

56 

83 

Putty. 

56 

59 

Reel,  stock 

56 

85 

Putty  stove  

63 

12 

Sticks  for  reapers 

3 

11 

Pvrites    .   . 

39 

44 

Reels. 

56 

84 

Cable,  returned     .  .. 

15 

41 

Centrifugal 

46 

46 

Q 

Clothes  horse  
Hose     . 

75 
35 

31 

">9 

Quassia,  chip. 

17 

29 

N.  O.  S. 

56 

84 

Quartermasters'  stores  

32 

40 

N.  O.  S.,  returned 

15 

? 

Queensware     

20 

14 

Sand 

51 

97 

Quicksilver 

56 

60 

Stock. 

56 

85 

Flasks  

56 

61 

Reflectors  

32 

13 

Qnills  

56 

6? 

H  ef  rigerator,  stock  

27 

Quilts  . 

!W 

63 

Refrigerators    L  C  L 

99 

36 

Quoins,  printers'  

56 

65 

C.L  '  ;:::.: 

and  display  cases.  .  .  . 

26 
16 

61 
1?, 

K 

Butter  
Cheese  
Fruit,  returned  

16 
16 
15 

12 
12 

??. 

Racks,  bag  postal  .  . 

56 

68 

Refuse,  brewers' 

11 

37 

Barrel  

6 

74 

Registers,  hot  air 

57 

Butchers  

56 

66 

Cash  .  . 

16 

90 

Book  

27 

36 

Street  car  fare 

16 

18 

Broom  

12 

2 

Regulators.  . 

57 

2 

Clothes  
Display  
Feed./  

75 

56 
56 

30 
f9 
71 

Rennet  
Reservoirs,  stove  
Residue,  brass. 

57 
62 
11 

3 
51 
95 

Furniture.  .  . 

30 

22 

Copper. 

19 

9 

Hat  

29 

13 

Retorts,  clay. 

57 

5 

Hay  

2 

33 

Gas,  iron. 

*  57 

6 

Hay  iron... 

56 

72 

Glass.  .  . 

57 

7 

393 
Index — Continued. 


Retorts   plumbago 

Page 

Item 
8 

Root,  horse  radish 

Page 
57 

Item 
50 

Returners,  hay  carrier  

9 

28 

Laurel  

57 

51 

Ribs    umbrella 

67 

32 

Rice. 

57 

57 

Rice 

57 

9 

Licorice 

43 

95 

Bran,  chaffs  and  hulls. 

57 

10 

Roots,  N.  O.  S 

54 

Broken  .. 

57 

9 

Canaigre 

57 

45 

Flour  and  meal.        

57 

9 

Chicory.  .. 

57 

47 

Rickers,  hay  or  straw           .   .. 

2 

31 

Hop 

Riddles 

60 

9 

Rope 

57 

58 

Rigging  
Rings,  hog       .   .. 

57 
57 

11 
13 

Copper  
Dust. 

74 
57 

51 
60 

Iron 

38 

47 

Hair 

57 

59 

Rivets,  brass..                      

11 

25 

Mill  waste 

57 

63 

Copper. 

18 

70 

Old,  with  junk 

41 

38 

Glaziers  

57 

14 

Wire  

74 

47 

Iron       

39 

56 

Rosewood  . 

74 

63 

Iron,  with  bolts 

37 

5 

Rosin 

65 

Road  graders  
Scrapers. 

32 
23 

42 
1 

Oil  
Rowers,  check 

57 
3 

66 
39 

Roasters,  coffee  
Peanut 

57 
57 

15 
16 

Rubber  and  articles  of  
Band  for  fruit  jars 

57 

57 

72 

70 

Robes,  buffalo 

34 

40 

Crude  . 

57 

68 

Cloth  .  ... 

57 

17 

Goods.  N.  O.  S. 

57 

71 

Cattle  skin 

34 

36 

Old,  with  junk 

41 

38 

Goat.                              » 

34 

40 

Sheet. 

67 

Rochelle  salts  

58 

24 

Shoddy  or  scrap 

75 

Rock  crushers 

45 

28 

Substitute 

57 

78 

Rockers  for  soda  water  drums.  .  . 
Rod  iron,  nail 

57 
38 

18 
71 

Rubble  stone  
Rugs 

62 
57 

35 

81 

Rods,  anchor  

36 

42 

Grass  

47 

33 

Brass  .  .         

11 

25 

Rules  

57 

83 

Copper. 

18 

70 

Runners   sleigh 

71 

21 

Iron,  for  children's  vehicles 

72 

5 

Sled  •  

71 

16 

Iron,  for  wagon  gates 

71 

7 

Runni  g  gear,  vehicle. 

70 

42 

Iron,  steel  covered  
Lightning         .          ... 

57 
43 

19 
30 

Rushes  
Rus1',  iron    ... 

57 
39 

84 
5 

Nail 

39 

58 

Rustic  work. 

57 

85 

Stair  .  . 

57 

20 

Rye,  roasted  

57 

87 

Wire 

74 

45 

Roller,  bearings  

57 

21 

Rollers,  cloth. 

51 

25 

S 

Field 

57 

23 

Garden 

57 

92 

Sacks   returned 

15 

j 

Iron  . 

57 

31 

Mail             .   .. 

6 

40 

for  steam  rollers 

9g 

Saddle  trees. 

33 

74 

Land 

57 

24 

Saddlery  .  . 

33 

75 

Lawn. 

57 

22 

N.  O.  S. 

33 

75 

Printers' 

57 

30 

Saddles 

33 

73 

Road 

57 

25 

Iron      ...        

39 

63 

Rubber. 

57 

73 

Sad  irons  .. 

57 

88 

Steam  . 

57 

26 

Safe  doors  

39 

72 

Wood 

57 

27 

Harness,  returned  

15 

43 

Rolling  pins 

76 

10 

Safes,  bread  

58 

Rolls 

57 

29 

Cheese                              .   .     . 

58 

2 

Copper. 

19 

8 

Kitchen,  C.  L 

27 

9 

Iron  . 

57 

29 

Kitchen,  L.  C.  L  

29 

37 

Mill  .  ..   . 

57 

31 

Iron 

39 

64 

Rubber  covered 

57 

30 

Meat 

58 

9 

Roofing    N   O  S 

57 

38 

Milk 

58 

9 

A  sbestos  
Canvas 

57 
57 

41 

33 

Preserve  
Sage  brush  grubbers 

58 
3 

3 

Cement 

57 

34 

Saggers  

58 

5 

Composition 

57 

39 

Sago                                        

16 

55 

Felt. 

57 

40 

Flour  

16 

55 

Gravel 

57 

34 

Sai  Is.  boat  

58 

9 

Iron  

57 

35 

Salad  dressing  and  salad  oil  

54 

11 

Jute.     . 

41 

41 

Sal  ammoniac  

58 

10 

Material,  mixed  C   L 

32 

Soda  

58 

12 

Metal 

57 

37 

Saleratus           .       ...         

58 

11 

Outfits  

57 

32 

Salsify  ..                      

67 

59 

Paper  or  felt 

57 

40 

Salt  

58 

13 

Slate 

57 

42 

Brick        ..                      .   ...     . 

58 

17 

Tile  
Tin 

64 
57 

78 
35 

Bromide  of  
Cake     

58 
5K 

18 
19 

Root   arrow. 

57 

44 

Rollers            

58 

17 

Beer  

57 

52 

Saltpetre  

58 

26 

J3eer  extract 

93 

21 

58 

'^0 

Ginger... 

57 

49 

Epsom  ..  . 

58 

oo 

394 
Index — Continued . 


Salts,  Glauber's. 

Page 

58 

Item 
22 

Screen   window 

Page 
58 

Item 
73 

Nickel 

58 

23 

39 

78 

Rochelle  

58 

24 

Bench 

58 

76 

Samples,  carpet  

14 

42 

Brass  . 

58 

79 

Sand    

58 

28 

Copper. 

18 

70 

Bird  

58 

27 

Tack 

41 

19 

Sand,  molding  pig  iron  

39 

22 

Nickel  plated 

58 

89 

Paper             

53 

11 

Press  tobacco 

56 

23 

Pumps  . 

51 

27 

Steel 

58 

83 

Reels  

51 

27 

Scythe  snaths. 

4 

52 

Saratoga  chips  

58 

30 

Stones. 

'  62 

46 

Sash,  common  wood,  unglazed.. 

58 

32 

Scythes  

4 

49 

containing  leadeu  glass  

58 

31 

Rifles. 

4 

51 

Glazed,  C.  L  

58 

34 

Seals   car 

59 

1 

Glazed,  L.  C.  L        

58 

33 

Seat  backs   vehicle 

70 

23 

Unglazed,  N.  O  S  

58 

32 

Springs,  wagon 

71 

24 

Weights,  iron  
Satchel  frames,  iron 

39 
25 

73 
72 

Seats,  agricultural  implement  

3 

9g 

48 
21 

Sauce,  celery  

58 

35 

Car    C.  L 

t;>6 

27 

Pepper  

53 

57 

Car,  L.  C.  L... 

27 

A" 

Tomato  

58 

36 

Chair,  L.  C.  L 

98 

20 

Sauces,  table  

54 

11 

Chair,  C.  L... 

26 

34 

Sausage,  Bologna 

48 

14 

School    L  C  L 

29 

39 

Canned 

48 

15 

School    C  L 

97 

3 

Casings 

58 

38 

Vehicle     '  

71 

12 

Fresh. 

47 

53 

Water  closet 

73 

28 

Smoked     

48 

14 

Sections    mower  knife 

4 

29 

Saw  bucks 

76 

11 

Post  office 

55 

14 

Dust  

58 

39 

Reaper  knife  

4 

92 

Saws 

58 

40 

Seed    alfalfa 

59 

3 

Circular  

58 

45 

Annato 

59 

4 

Drag 

58 

47 

Anise 

59 

9 

Portable  steel  rail  

58 

48 

Bird. 

59 

5 

Scabbards.     .     

58 

49 

Broom  corn 

59 

6 

Scale  beams 

58 

57 

59 

7 

Boards  
Iron  roll. 

58 
39 

58 
60 

Cane  

59 
50 

8 
9 

Testing  weights  .  .  .  ;  

40 

51 

Cases  

59 

24 

Scales  

58 

50 

Clover 

59 

10 

Scenery,  theatrical  

61 

67 

Cotton 

59 

11 

Scientific  instruments.         

58 

60 

Drills    hand 

5 

1 

Scoops  . 

58 

61 

59 

9 

Feed 

58 

62 

59 

14 

Grain.                                 .   . 

4 

36 

iqax 

59 

11 

Potato  

58 

63 

Flower 

59 

2 

Wooden,  flour                

76 

13 

Garden    N   O  S 

59 

15 

Scorifiers. 

58 

64 

Grass    N    OS 

59 

16 

Scouring  compounds 

55 

6 

Hemp 

59 

17 

Scrap  brass. 

11 

98 

59 

17 

Copper.  .       .         

19 

10 

Linseed 

59 

11 

Iron  or  steel 

39 

75 

59 

18 

Iron  with  junk  

41 

38 

Millet  . 

59 

17 

Lead  .                 .               ... 

42 

42 

Mustard    N   O  S 

59 

19 

Leather 

43 

3 

59 

20 

Paper                          .          

53 

16 

Orchard  grass 

59 

16 

Paper  with  junk 

41 

38 

.'9 

q 

Tin  

65 

8 

Pumpkin. 

59 

21 

Tin  with  junk. 

41 

38 

Rape 

59 

8 

Tobacco  .  . 

65 

49 

Red  top 

59 

10 

Zinc     ..             

76 

62 

Sug;ir  beet 

59 

23 

Zinc  with  junk  

41 

38 

Sunflower                      

59 

22 

Scraper  blades  

32 

46 

Timothy 

10 

Scrapers,  boiler... 

58 

65 

Seeders 

o 

17 

Broom  corn  

58 

66 

and  harrows  combined 

9 

20 

Drag 

23 

3 

Broadcast 

a 

17 

Road... 

23 

1 

Seeds,  N.  O.  S. 

59 

2 

Wheeled  

23 

1 

Seesaws  

5V) 

26 

Screen  material 

58 

75 

Seine  floats 

19 

gl 

Screenings,  bone  black  •. 

58 

67 

Separators 

I 

29 

Grain.. 

58 

68 

Settees    L  C   L 

29 

43 

Screens 

58 

69 

Settees   C   L 

27 

7 

Bamboo.. 

58 

70 

Server  pipe 

54 

35 

Coal      . 

."8 

71 

Sewing  machines  stand  castings 

46 

2 

Screen,  door  

58 

73 

Woodwork 

46 

4 

Foundry  
Revolving 

58 
58 

71 
72 

Machines  

45 
46 

58 

Snnd       

58 

71 

Shade  cloth             

59 

28 

Thresher... 

4 

27 

Fixtures.  N.  O.  S.  .  . 

59 

29 

Index — Continued. 


Page  It 
Shade  rollers  ....                     59 

em. 
30 
32 
15 
14 
30 
26 
81 
2 
2 

g 

32 
54 
33 
67 
24 
14 
49 
34 
35 
36 
37 
60 
25 
39 
39 
67 
53 
3 
25 
70 
4 
64 
7 
6 
38 
32 
41 
48 
49 
43 
44 
54 
45 
48 
46 
48 
42 
51 
52 
53 
14 
54 
55 
2 

60 
63 
64 
66 
51 
15 
67 
69 
11 
38 
19 
71 
13 
29 
72 
77 
13 
17 
81 
15 
2 

7 
83 
1 

Shovels,  steam 

Page.  Itt 
62 

:m 
17 
16 
16 
4 
5 
3 
2 
57 
14 
8 
15 
6 
47 
49 
40 
15 
i 

8 
7 
62 
25 
16 
19 
17 
20 
16 
21 
22 
2-6 
42 
29 
28 
31 
33 
35 
18 
36 
9 
29 
5 
32 
34 
10 
14 
37 
17 
38 
39 
8 
41 
42 
34 
43 
15 
44 
36 
41 
46 
37 
48 
51 
47 
47 
66 
53 
17 
40 
13 
63 
18 
14 
49 
50 
52 
53 
42 
56 
57 

Slats 

59 
32 
32 
9 
74 
39 
40 
40 
71 
72 
48 
59 
59 
4 
4 
2 
59 
59 
59 
59 
57 
44 
59 
59 
34 
34 
40 
11 
18 
40 
76 
2 

2 
13 
9 
59 
59 
59 
59 
59 
49 
59 
59 
59 
59 
59 
59 
59 
59 
45 
59 
59 
2 
59 
59 
59 
59 
53 
9 
59 
59 
37 
38 
4 
59 
62 
64 
59 
59 
16 
16 
59 
71 
5 
40 
59 
60 

62 
3? 

Shades,  lamp            

Show  cards,  glass. 

Lamp,  glass 

Show  case  frames 

60 

Porch  

Case  material 

60 

Window 

Supports 

60 

Shafting  

Cases  

60 
40 
66 

Couplings  
Hangers     

Shrinkers,  tire  

Shrubbery 

Shafts  vehicle 

Shutters,  iron  
Wooden  
Shuttles*  iron  or  wood 

40 
76 
60 
4. 

with  wagon  material  
Shakers,  milk 

Shale 

Sickles   reaping 

Shanks,   shoe  

Side  boards  . 

29 

Shapes  foragricultural  implements 
Shares,   plow  

Sidewalk  lights  

31 

Sieve  material 

60 

Sharpeners,  disc      

Sieves* 

60 

Shavings,  brewers  

Tin     

60 

Gas  purifying         

Sifters  and  flour  bins  
Signs,  cloth,  wood 

60 
17 

Vinegar.                              .  .  . 

Wood  

Cloth  

60 

Shear  flocks 

Glass 

32 

Sheep 

Iron 

60 

Dip,  liquid.  N.  O.  S  

N.  O.  S 

60 

Dip,  powdered 

Parafrine 

60 
60 

Pelts  

Sheet  iron,  zinc  or  steel 

Skins 

Tin 

60 
60 

Sheet  bars,  iron  or  steel  
Sheet  brass  ..  .. 

Wire  ... 

Wood            .  .. 

60 

Copper 

Silesias 

21 
60 
60 
60 
60 
60 
38 
60 

Iron 

Silex 

Zinc 

Silesian  white 

Shellers,  corn  
Corn,  hand 

Silica  

Silicate  solution  ..  . 

Shells,  with  ordnance  stores 

Silk,  raw 

Block  

Sills,  iron,  door  and  windows  , 
Sinews  . 

Cartridge 

Clam  
Crushed 

Singletree  irons  

40 

Singletrees   .... 

70 

Cocoa  . 

for  implements 

4 

Conch  
Drum 

with  wagon  material  .    .  . 

72 

Iron  . 

70 

Egg  • 

Sinks  iron 

40 

Mussel 

Steel                .     ... 

40 

Nut 

Stone  or  earthenware 

60 

Oyster     

Siphons  ,  glass  

32 

Paper,  empty. 

Iron  . 

60 

Pearl  oyster  

Mineral  water  

60 

Sea  

Sisal             

47 

Shingles,  metal 

Sizing             

60 

Wood 

Skates 

60 
72 

Ship,  knees 

Skeins,  thimble                .   .. 

Shipstuff 

Skeletons  . 

60 

Shocker  and  corn  harv'st'rcomb'd. 
Shoddy 

Skelp,  iron  or  steel  
Skewers 

40 
60 

Shoe  button  staples  
Dressings 

Skins... 

34 

Calf           

34 
60 

Findings 

Chamois 

Pegs  

Deer   

34 

Polish     ..     . 

Dog         

34 
34 

Shanks  

Shoes  .  . 

Goat 

Kid  

60 

Brake 

Rabbit   

34 
34 

-    Horse  and  mule 

Seal  .        .          .          ... 

Press  drill 

Sheep  . 

34 

Shocks,  barrel  and  tanks  

Skylight  frames  
Glass              

40 
31 

47 

Shooks 

Shooting  galleries 

Slabs  for  furniture 

Shorts 

Billiard  table  

8 

Shot 

Iron,  steel            

40 

Cases 

Marble 

47 

Slag 

60 

Chilled 

Slate                         .  .     

60 

Shoveling  boards 

Dust 

60 

Shovels 

60 

Blanks 

Roofing         

57 

Scoop 

School 

60 

Snow,  wood... 

School  .. 

60 

396 
.  Index — Continued. 


Slate,  silicate  
Slabs 

Page.  It 
60 
...        60 

em. 
58 
55 
62 
41 
73 
16 
21 
26 
54 
8 
10 
29 
55 
17 
18 
39 
10 
21 
19 
29 
54 
8 
17 
34 
33 
60 
63 
61 
30 
52 
66 
29 
69 
1 
68 
72 
73 
2 
70 
3 
68 
1 
5 
6 
24 
79 
8 
7 
17 
9 
10 
11 
16 
13 
14 
57 
19 
20 
21 
18 
12 
22 
23 
27 
53 
52 
28 
30 
31 
33 
66 
34 
37 
35 
17 
82 
39 
53 

Spark  arrester  apparatus  
Speaking  tubes 

Page.  Item. 
61       38 
61        39 

Slates,  billiard  table  .. 
Slats,  apron  
Blind  
Sled  runners  
Sledges 

8 
3 
74 
71 
40 

Spelter    

61 
61 
61 

40 
41 

42 
43 
44 
23 
25 
73 
48 
59 
45 
30 
47 
22 
22 
32 
27 
48 
54 
53 
2 
49 
50 
51 
56 
57 
59 
44 
30 
31 
58 
10 
(50 
28 
23 
47 
12 
2 

29 
64 
31 
76 
23 
11 
33 
4 
63 
37 
59 
65 
31 
68 
72 
20 
38 
66 
16 
73 
23 
74 
26 
32 
75 
77 
78 
79 
2 
4 
15 
55 
20 
88 
83 
84 
11 
48 

Spermaceti 

Sphagnum  

Spice        .                

61 

61 

M  eal  or  mixtures  . 

Sleds,  bob  
Children's,  C.  L  
Children's  L.  C.  L  

68 
71 
72 

Spiegel  iron     

40 
40 
38 
74 
67 

Spikes,  railroad. 

Iron  
Iron  with  wire           

Clipper  
Logging 

72 
68 

Spinach 

Sleeping  cars  .        

*15 

Spindles 

61 
47 

Sleigh  bobs 

...        71 

Splints   match 

Bodies 

71 

Spokr  drivers  
Holts  
Spokes  

61 
72 
71 
72 
40 
61 
61 
61 

Oears 

70 

Runner  attachments  .  .. 
Runners  

70 
71 

with  wagon  material  
Sponge,  iron 

Wood 

72 

Sleighs  
Children's,  C  L 

69 

Sponges  
Spool  heads               

71 

Children's,  L.  C.  L  
Slides,  table,  L.  C.  L.  ..  . 

72 
30 
2 

Carriers  , 

Carriers,  returned 

15 

Slings  hay 

Spools,  advertising  
Paper,  wooden  
Paper,  iron 

61 
61 
61 
61 
61 
61 
2 

40 

Slot  machines,  automatic.. 
Smalts   painters 

45 

60 
60 
60 

Smoke  stack  iron  
Stacks 

Spoons,  iron  or  tinned  iron  
Wooden 

Smooker*,  bee 

8 

Sprayers,  knapsack  
Spreaders,  manure  and  fertilizer 
Spring  cotters 

Snaths                          

4 

Snow  plows  
Loggers'              

60 
68 
60 

Bed  plates     .   .. 

40 
29 
27 
61 
40 

Street  railway 

Beds 

Shovels  
Sweeping  machines  ... 
Snuff 

60 
60 
60 

Beds,  C.  L  
Springs 

Springs  car  steel 

Soap 

60 

Agricultural  implements  
Car  seat  sections 

4 
27 

Extract 

61 

Frames 

25 
61 

Furniture,  C.  L  
Furniture,  L.  C.  L 

27 
30 

Liquid 

P<  wder 

55 

40 
61 
40 
57 
71 
72 
72 

Soft 

61 

(  )rgan                       / 

Stock,  mineral  

61 

Plates,  car  

Rubber 

Stone 

61 

SockeN  carriage  bow 

70 

Vehicle  .                              

Whip 

33 
61 

Vehicle,  children's  
with  wagon  material 

Sod 

Cutters 

61 

Sprinklers,  street  
Street  car 

69 
15 
11 

67 

Soda 

61 

Ash       

61 

Sprouts,  barley  or  malt  
Squash  .                                   

Bi-carbonate  of      ... 

61 

Bichromate  
Carbonate  of        

61 
61 
61 

Squibs  

61 
2 

61 

61 

Stackers,  hay  or  straw  
Stains 

Caustic 

Caustic  solution  .... 
Fountains  and  fixtures. 
N  itrate  of 

61 

25 
61 

Stair  pads 

Rods 

57 
40 
74 
76 
61 
3 
61 

Work,  iron  
Stairs,  rails               ..    . 

Silicate  of                

61 
61 
61 

Sulphate  of  
Sulphide        .          

Stake  pounders 

Stakes,  cane  
Stalk  cutters 

Sulphite 

61 

Water  
Water  drums 

61 

Stalks 

61 

Stallions  
Stamp  pads 

44 

36 

Sodium  phosphates 

61 

Sofas                     

29 

Stam  ped  ware  
Stamps,  office  and  rubber  
or  seals  
Stanchions,  cattle  
Stand  pipes  
Stands,  bamboo  
Stands.  N.  ().  S  
Bicycle  
Copying  press  
Fruit  
Flower  
Flower,  wire  
Hall 

(51 

»ry 

61 
61 
20 
30 
30 
8 
19 
61 
61 
61 
29 
33 

Sofa  bottoms 

29 

Solder                               

61 
61 

Soldering  coppers 

Fluid  
Soles,  cork  
Leather  
Solvent  
Soup  powder  
Soups  

61 
19 
42 
61 
61 
61 

Sowers,  broadcast  
Spades  and  shovels 

2 
59 

Dairy,  wooden  
Spare  ribs  ... 

75 

47 

Hammock  .. 

397 

Index — Continued. 


I 

Stands,  jardiniers,  metal  
Music  . 

'age  Item 
41        23 
29        31 
53        71 
54          8 
10        10 
30          6 
HO        26 
40        46 
67        26 
61        81 
62         1 
30        32 
40-       34 
37          5 
38        41 
74        48 
40        36 
62          3 
62          5 
62          6 
62         7 
47        16 
62        13 
40        37 
62        18 
62        20 
62        17 
62        16 
22        62 
62        21 
40       39 
38         2 
4        24 
39        53 
P2        24 
19        47 
62        23 
51        27 
54        41 
75        60 
28          5 
70       22 
37        21 
62        25 
54        66' 
62        26 
54          9 
76        18 
62        27 
62        28 
33        76 
33        72 
62        37 
62        29 
62        36 
62        30 
62        31 
62        33 
62        32 
62        34 
62        35 
R2        48 
62        38 
62        39 
62        40 
62        41 
62        42 
62        44 
53        39 
32        73 
62        46 
62        45 
27        50 
50         9 
50         9 
30         8 
27        50 
40        42 

Pag 
Stopper  heads  
Store  stool  pedestals  
Storm    aprons  
Stove  blacking  .  
Boards 

re.  It< 

62 
30 
71 
9 
62 
62 
62 
26 
62 
62 
62 
63 
62 
63 
54 
62 
63 
54 
63 
63 
63 

62 
62 
62 
62 
37 
65 
63 
63 
63 
63 
2 
2 

15 
57 
46 
63 
63 
63 
63 
63 
63 
63 
67 
63 
63 
63 
54 
•  63 
35 
3 
51 
63 
63 
63 
63 
22 
63 
63 
63 
63 
69 
3 
2 

71 
63 
63 
43 
71 
70 
36 
63 
40 
34 
14 
3 

im. 
50 
10 
25 
17 
58 
57 
59 
11 
51 
60 
51 
12 
61 
1 
36 
57 
5 
38 
9 
10 
14 

51 
55 
55 
56 
6 
27 
15 
17 
19 
21 
31 
31 
64 
26 
6 
26 
22 
25 
23 
24 
27 

24 
29 
31 
58 
32 
21 
25 
27 
39 
34 
40 
35 
63 
36 
37 
38 
41 
33 
1 
42 
39 
45 
48 
11 
34 
26 
38 
49 
43 
4 
43 
52 

Phonograph  
Photo  
Range  boiler 

Rattan  reed  

Sign 

Boards,  with  stoves  
Carriers. 

Switch 

Cartridges 

Castings 

Umbrella 

Gas  in  wood 

Umbrella,  wooden... 

Furniture  

Wash  
Staples,  iron                          

Putty  or  cement  
Linings 

Iron,  with  bolts  
Ingot  mould  
with  wire 

Mats,  asbestos  .  ., 
Pipe  
Pipe,  with  stoves 

Wire  
Starch 

Pipe  elbows  

Stove  pipe  iron    .... 

Starchose  
Stationery  
Statuary 

Pipe  thimbles 

Polish 

Trimmings  and  ornaments  
Stoves,  stove  furniture,   furnaces 
and  parts  of.              

Stone  
Staves 

Stays,  fence  wire  
Steam  tables  
Launches  . 

Camp 

Gas,  gasoline  and  oil  
"  Laundry 

Shovels  and  fixtures  
Shovels  on  trucks  
Steamers,  feed  
Stearine  

Straps,  box  .  .  . 

Tin 

Strnw 

Board  

Steel  articles 

Bottle  covers      .  ! 

Fence  picket  
Shapes,  or  plates 

Goods  

Rickers.         .... 

Rails 

Stackers 

Waste 

Street  car  and  motors  combined  .  . 
Rollers 

Steels,  corset  or  dress  
Steelyards  
Stems,  auger 

Sweeping  machines  

Stretchers  
Carpet 

Pipe  
Step  ladders 

Curtain  
Clothesline 

Ladders  and  chairs  combined. 
Steps.  carriage  or  buggv  
Steel  ..."  

Fence  

Stock  
Trousers 

Stereotype  backing  compound  .  .  .  . 
Plates  
Sterilizers  
Sticks,  picker  
Umbrella  or  cane  
Stills 

Umbrella 

Wire 

Strips,  weather  

Strops,  razor  
Stucco     .  .. 

Stilts,  wooden  
Stirrups 

Stuff  ers   sausage 

Stuffing,  hoof  
Stump  pullers 

Stitch  horses  
Stone. 

Sucker  rods  
Sugar                              .   . 

Artificial 

Boats  
Crushed  
Dressed 

Burnt 

Sugar,  Cane  

Crystal               

Stone,  paving  .... 

Evaporators  

Pumice 

Grape  .    . 

Rotten 

Lemon 

K  ough  .... 

Maple  

Stoneware 

Trains  or  wagons  

Sulkies 

Stones,  curling  
R  m  ery  

Sulky  plows  

Flattening  
Lithographic 

Rakes  
Wheels                    

Mill 

Sulphur 

Oil 

Sumac  ground.  

Peach 

Leaves        .                

Pulp  grinding 

Sunshades    

S^  the  
Whet  
Stools  
Organ 

Supports,  canopy  
Surgical  instruments  .        

Suspender^ 

Swage  blocks      

Piano  
Store 

Sweat  pads                    

Sweepers   carpet               ... 

N    OS 

Stopcock  bones... 

Index — Commueu. 


Page  Item 
.        46         6 
Machines,  snow 60       68 


Sweeping  machines. 


Sweepings, carpet  mill 14 

Jewelers 

Mint 

Rope  mill 

Woolen  mill 

Swings 

Switch  points 

Stands 

Targets 

Switch  boards , 

Switches 

Cattle 

Hair 

Iron 

Swords 

Syrup 

Cider 

Coca  Cola 

Coloring 

Fruit 

Glucose 

Lemon  , 

Maple 

Milk  .. 


Table  leaves 

Legs.C.L 

Legs,  L.C.L 

Table  sauces 

Slides,  L.C.L 

Slides,  C.  L 

Table  supports 

Stuff,  C.  L 

Stuff,  L.  C.  L... 
Tables,  L.C.L 

C.  L , 

Billiard 

Ironing 

Steam 

Turn 

Tablets, chlorate  of  potash.  . . 

Paper 

Tackle  blocks 

Tacks 

Glaziers 

Taggers  

Tags,  paper 

Tin 

Tailings,  jewelers' 

Tailors'  dummies , 

Tails, cattle 

Talc 

Tallow 

Tampico 

Tank,  iron 

Stuff,  wooden 

Wagons  for  farm  engines 

Water  evaporators 

Tankage,  packing  house 

Tanks 

with  windmills 

Butchers'  rendering 

Galvanized  steel 

Iron.N.O.S 

Locomotive , 

Oil 

Water  cooler 

Sectional 

Wagon  

Water  closet 

Windmill 

Wooden 

Tanners'  bark  .. 


65 


Tanners'  bark,  spent 

Bate 

Extract 

Tanning  preserver 

Tanning  extracts 

Tapioca 

Flour  

Tape 

Tape,  insulating 

Tapers,  wax 

Tar ' 

Coke 

Petroleum 

Target  balls 

Traps 

Targets,  flying 

Iron,  switch 

Targets,  shooting  gallery 

Tarpaulins 

Tartarine 

Tea 

Poys 

Teasels 

Tedders,  hay 

Tees,  iron 

Teeth,  agricultural  implements. . 

Rake,  with  implements 

Threshing  machine 

Telegraph  instruments 

Material,  N.  O.  S 

Telephone  booths  .   

Instruments 

Telescopes 

Tenderloins,  pork 

Tenders,  engine 

Locomotive 

Ten  pin  balls 

Pins 

Tent  poles 

Tents  and  fixtures 

Terra  alba 

Cotta 

Japonica 

Terne  plates 

Terrapins 

Test  weight  casting 

Tete-a-tetes 

Theatrical  scenery 

Thermometers 

Thimbles,  stove  pipe 

Thread 

Thresher  screens 

Threshers 

Threshing  machine  teeth 

Tie  buckles 

Plugs 

Plates,  iron,  R.  R 

Tierces 

Ties,  bed  spring 

Cotton  bale 

Hay  bale  or  bands , 

Hay  bale,  with  nails 

Railroad,  wood 

R  ailroad,  iron  or  steel 

Tile,  building 

Decorated  art 

Drain 

Encaustic 

Fire 

Locomotive 

Marble 

Roofing  

Tiling,  floor 

Tills,  cash  alarm 

Timber.N.  O.  S 

Prepared  for  windmill  towers 

Timothy  seed 

Tin....! ... 


Page  Item 
6  64 
8  6 


23 
64 
23 
16 
16 
64 
154 
73 
64 
64 
58 

(54 

65 

64 
40 
(54 
64 
64 
(54 
30 
64 
2 

37 
4 

4 
4 

64 
64 
(54 
64 
64 
47 
22 
45 
10 
76 
(54 
64 
(54 
64 
!54 
(54 
(54 
40 
29 
61 
(54 
(53 
(54 
4 
1 
4 

64 
40 
7 
(U 
37 
88 
74 
64 
40 
64 

(54 
(54 
65 
64 
(54 
(>:> 
64 
65 
65 
IV, 
46 
59 
65 


399 
Index — Continued. 


Tin  articles                                     .   . 

Page 

65 

Item 
11 

Track  hay  carrier 

Item 
99 

Can  stock  
Crystals                            

13 
65 

36 
13 

Guages  
Levels 

40 
65 

61 
75 

Discs 

6") 

16 

Tracks,  portable 

65 

76 

Phosphor  .          

65 

6 

Transform  ers,  electric  

65 

78 

Dross 

65 

17 

Transplanters,  tobacco    

3 

26 

Foil 

65 

20 

Traps,  animal 

65 

79 

65 

10 

Hird  . 

65 

79  ' 

Plate 

65 

25 

Fly     .... 

66 

1 

Plate-  bars 

40 

55 

Game  . 

66 

2 

Scrap                            ..         .   .  . 

65 

8 

Grease  

66 

3 

Scrap  with  junk 

41 

38 

Rat      ....                .... 

66 

5 

Straps 

65 

27 

Sewer,  gas 

66 

4 

Ware 

65 

31 

Steani  

66 

6 

Tinners'  trimmings 

65 

30 

Target                                

65 

80 

Tire  benders           

40 

56 

Traveling  bags  empty  

67 

37 

Shrinkers 

40 

57 

Traveling  bags  filled  with  goods.  . 

67 

38 

U  psetters 

40 

58 

Trays,  tin  

65 

29 

Tires  locomotive                 

44 

35 

Gas  

75 

47 

Pneumatic 

57 

79 

Jewelers'  

10 

55 

Rubber 

80 

Sheet  iron 

66 

9 

Wagon                              

71 

35 

Thread  

11 

6 

Tobacco 

65 

35 

Wooden  brick          .  .. 

75 

5 

Axes  . 

H 

28 

Treenails  ,  wooden  

66 

10 

Cut 

65 

35 

Tree  diggers  

3 

•   28 

Cutters 

20 

54 

Protectors 

40 

62 

Knives        .                       .   .. 

41 

62 

Pruners  

66 

11 

Leaf  .. 

65 

39 

Trees  and  shrubbery  

66 

14 

Plug 

65 

42 

Christmas 

66 

12 

Scrap 

65 

49 

Saddle  

33 

74 

Smoking 

65 

35 

Trellises  .                      .... 

66 

20. 

65 

50 

Tricvcles 

8 

51 

Transplanters 

3 

26 

Childrens'    

71 

54 

Toboggans.          

65 

52 

Parts  of  

8 

52 

Toe  calks 

40 

60 

Trimmings,  beef. 

47 

48 

Toilet  articles 

11 

11 

Coffin                              ..  .. 

1? 

21 

Boxes  or  cases 

11 

10 

Furniture  

30 

36 

Paper  boxes  or  holders 

11 

12 

House,  wooden     .           

5? 

38 

Sets  and  boxes 

11 

11 

Trunk 

66 

47 

Tools,  carpenters. 

65 

Pork         

47 

48 

Tomnto  pickles 

65 

54 

Stov  e                

63 

14 

Pulp 

65 

55 

Tripe 

48 

19 

Tomatoes  

67 

59 

Tripods,  C.  L  

27 

20 

Tongs   pipe 

54 

42 

L.  C.  L 

se 

25 

Pipe  with  oil  well  supplies... 
Track  or  rail 

51 
39 

27 
52 

Tripoline  
Tripoli        .          ..                  

66 
66 

27 
22 

71 

37 

Trolley  poles  and  stands 

66 

28 

Tongues,  pickled 

48 

17 

Trough  hangers  

82 

7 

Smoked   

48 

18 

Troughs,  eave,  galvanized  iron  

22 

5 

71 

1 

Watering 

66 

29 

Tonic    beer 

43 

58 

Wooden 

6 

Hop  tea  
Tonics 

43 
43 

58 
58 

Trousers  stretchers  
Trucks  

63 
66 

28 
31 

Tonka  beans  
Tool  chests  . 

8 
65 

22 
56 

Baggage  
Basket  

66 
66 

37 
31 

Tools  

65 

58 

Binder  

li 

36 

Drilling 

21 

Car                       .  .          ,   

66 

33 

Edge 

65 

58 

Farm  ancl  logging  

68 

30 

Ice  
Mechanics' 

65 
65 

59 
61 

Electric  motor  
Hand 

66 
66 

35 
37 

with  roofing  outfits 

57 

32 

Hook  and  ladder  

44 

Toothpicks 

65 

62 

Hook  and  ladder,  toy  

71 

53 

70 

Logging 

68 

30 

Braces  for  children's  vehicles 

72 

12 

Railway,  returned  

15 

40 

Tops,  chimney 

22 

3 

Soap  frame       

?,5 

72 

31 

16 

Streetcar                

66 

35 

Mantel 

29 

94 

Warehouse 

66 

37 

Peg       

65 

63 

Willow  basket  

66 

31 

Trunk. 

66 

45 

Trunk  boxes  

66 

40 

Vehicle  . 

70 

19 

Covering,  sheet  metal  

66 

42 

Torches,  campaign 

65 

64 

Slats               

66 

43 

Painter,'  

65 

65 

Straps,  metal  

66 

44 

38 

Tops 

66 

45 

Toy 

65 

67 

Trimmings.        

66 

47 

Tow 

65 

68 

Trunks                            .          

66 

48 

46 

37 

filled  with  goods 

66 

50 

Toys 

65 

72 

Toy                   -  

66 

55 

Track  cleaners... 

65 

74 

Tubes,  filter  

66 

26 

400 
Index — Continued. 


Tubes,  iron  

Page 

Item 
59 

Vat  cream  or  cheese 

Page 
17 

Item 
15 

Paper  
Speaking  

66 
66 

56 
57 

Wooden  
Vault  and  prison  work  . 

17 
40 

18 
70 

Steel  

40 

65 

Boxes  or  safes 

39 

70 

Tubing,  brass. 

66 

60 

Fronts  or  doors 

39 

71 

Copper  

18 

70 

Light  glass 

31 

40 

Iron  . 

40 

66 

Lights 

67 

54 

Pump,  wooden  .  .  . 

56 

47 

Vaults,  grave 

67 

55 

Tin  
with  pumps  

66 

56 

63 
46 

Vegetables,  N.  O.  S.,  L.  C.L.... 
Canned  ... 

67 
IS 

58 
35 

Wooden  

66 

64 

Desiccated 

68 

2 

Tubs,  bath 

66 

65 

Dried 

68 

1 

•Tubs,  butter  
Butter,  returned  

75 
IS 

15 

8 

in  glass,  N.  O.  S  
Green  

67 
67 

63 
59 

Galvanized  iron     . 

67 

2 

Mixed,  C.  L  

67 

59 

Lard  

75 

15 

Vehicles,  C.  L 

68 

5 

Laundry,  earthenware  
Laundry,  iron     .  .          ..     .  . 

67 
67 

4 
4 

L.C.L  
Children's 

68 
71 

15 
54 

Laundry,  wooden  
Metal  and  wood     

67 
66 

5 

67 

Returned  repairs  
Harts  of 

68 
70 

9 

9 

Sinking  , 

67 

1 

Vellum 

72 

38 

Steel,  coal  hoisting  

18 

9 

Velocipedes,  children's,  C.  L    . 

71 

54 

Wooden                                  .  . 

67 

5 

Children's,  L.  C.  L. 

72 

13 

Tufts,  leather  

43 

8 

Railroad     

68 

17 

Tumblers,  glass    

32 

18 

Veneered  wood               ..        

72 

39 

Turn  tables  . 

63 

64 

Veneering 

72 

42 

Buckles,  iron  
Turned  woods 

40 
67 

67 
6 

Ventilators  
Window  . 

72 
72 

44 

45 

Turnips  

67 

59 

Vermicelli  

72 

46 

Turpentine  ... 

67 

7 

Vessels,  brass 

11 

30 

Turtles 

67 

11 

Copper 

19 

12 

Tuyeres         

67 

12 

Vinegar          ..            

72 

47 

Twine   N.  O.  S 

67 

15 

Vinegar  chips  or  shavings 

59 

36 

Binding  

3 

30 

Vines,  grape  .. 

32 

54 

Type    ..     .. 

67 

18 

Violin  cases 

72 

50 

Cases 

67 

20 

Vises 

36 

44 

Metal 

67 

23 

Vitriol,  blue 

72 

51 

Metal  ,  scrap  

67 

22 

Oil  of  

72 

52 

Rubber      

57 

77 

Writers 

67 

24 

Writers,  covers  

67 

27 

W 

Writers,  stands 

67 

25 

Wadding  

73 

1 

u 

Wagon  brakes  or  locks  
Beds 

71 
71 

28 
26 

Ultra  marine  blue 

67 

28 

Bodies,  beer  
Bodies  with  tops 

70 
70 

16 
20 

Umbrellas 

67 

30 

Bows  .. 

72 

26 

Wagon 

71 

34 

Brakes 

71 

28 

Umbrella  handles  .  .  . 
kibs  

Stands 

67 

67 
61 

31 
32 
81 

Carriage  and  plow  casting  
Carriage  and  sleigh  wood  
Dumps  .. 

72 
72 

35 
36 
29 

Sticks          

76 

18 

Gate  rods  

71 

7 

Stretchers 

67 

32 

Gears    

70 

42 

Tubes 

66 

59 

Irons,  forged 

70 

35 

Uppers,  shoe 

42 

66 

Jacks,  hand      ....               .  ..  . 

41 

17 

Urinals,  iron  

67 

33 

Springs  with  wagon  material 

72 

83 

Urns,  coffee        

67 

35 

Wheels  .  . 

72 

37 

Wood 

72 

19 

Wagonettes  

69 

18 

V 

Wagons      ...               .          

69 

1 

Advertising  .. 

68 

32 

Vacuum  pans    ....           

67 

36 

Beer      

68 

33 

Valise  frames 

25 

72 

Children's,  C.  L 

71 

54 

Valises  

67 

37 

Children's,  L.  C.  L  

72 

14 

Valises  filled  with  goods 

67 

38 

Dump  portable      .   ..         

18 

65 

Valves,  N.  O.  S  

67 

42 

Farm  

69 

1 

Brass  . 

11 

27 

Freight     

69 

10 

Valves,  iron 

38 

39 

Hose                                        .   . 

69 

10 

Vanilla  bean  refuse 

67 

43 

Ice  

69 

10 

Varnish  . 

67 

44 

Logging     .   .  .         

68 

31 

Vaseline  . 

67 

48 

Parts  of,  N.  O.  S 

71 

38 

Vases,  coal 

18 

14 

Racing  •  

69 

25 

Glass 

32 

19 

Self-propelling 

72 

7 

Iron 

40 

69 

Spring 

69 

6 

Terre  cotta  . 

64 

62 

Spring,  passenger    

70 

7 

Vats 

67 

51 

Sprinkling,  C.  L 

68 

6 

Vat  stuff... 

67 

51 

Sprinkling.  L.  C.  L.. 

69 

4 

401 
Index—  Continued. 


Wagon,  tank,  tar  

Page 
«9 

Item 

8 

Wheel  flanges                                 ^ 

age 
40 

Item 
78 

Tank,  for  farm  engines  

3 

31 

Guards  or  fenders 

78 

63 

Wainscoting  and  paneling  

73 

2 

Wheels,  rough  iron 

74 

7 

Walkers   and    rockers,    combined 

Bicycle  

8 

52 

with  children's  vehicles  .  .. 

71 

54 

Bicycle  sulky 

71 

39 

Wall  cleaning  paste  

73 

5 

Buggy  .  .  . 

71 

4.9 

.Finish      .   ..                              * 

20 

72 

Bull       

3 

44 

Paper 

50 

Bull    oil  well 

51 

27 

Plaster        

54 

54 

Car 

37 

92 

Pockets 

30 

26 

Carriage 

71 

49 

Protectors  .. 

73 

6 

Cart  . 

71 

42 

Wardrobes,  C.  L 

27 

21 

Children's  vehicle 

74 

1 

L.C.  L  

30 

28 

Dummy  

71 

43 

Warp  beams  

8 

17 

Emery  . 

99 

37 

Carpet  .  . 

14 

37 

Fifth  

88 

7 

N.  O.  S 

73 

9 

Gear   electric  motor 

40 

79 

Wash  benches  

73 

10 

Implement     agricultural    im- 

Boards 

73 

1? 

plement 

4 

28 

Boilers  

10 

14 

Locomotive 

44 

35 

Stands 

£0 

32 

Iron  or  steel   machine  finished 

40 

fcO 

Stands,  iron  

30 

33 

master  for  agricultural  imple- 

Washers, coal  ..  .. 

45 

36 

ments  . 

3 

44 

Iron 

37 

5 

Polishing 

74 

10 

Ore  

51 

52 

Rubber  tired. 

71 

40 

Washing  compound 

73 

17 

Rubber  tired     for    children's 

Crystals  

73 

20 

vehicles  

79 

18 

Extracts 

73 

21 

Solid  wood  iron  tire 

71 

45 

Fluid.... 

73 

22 

Spinning 

61 

46 

Liquid  

73 

18 

Spring  wagon 

71 

42 

Machines,  hand 

46 

8 

Steel  or  iron  in  the  rough 

41 

1 

Machines,  steam  

46 

11 

Sulky 

71 

39 

Waste  broom  corn  

11 

75 

Turbine      

74 

11 

Waste  jute  

41 

42 

Vehicle  in  the  white  . 

71 

46 

Water  closet  hoppers 

73 

30 

Wagon 

71 

42 

Closet  ranges  

73 

32 

Wagon,  N.  O.  S 

71 

48 

Seats  ...          .      . 

73 

28 

Iron  wagon 

71 

44 

Closet  tanks  

73 

34 

Water  

41 

4 

Closets  

73 

23 

Wheelbarrow 

74 

14 

Water  coolers  

73 

38 

Wood  or  iron  

74 

8 

Gates 

30 

51 

62 

45 

Gangers 

30 

58 

Whiffletrees 

70 

29 

Heaters  . 

34 

28 

4 

5 

Pipe 

40 

73 

Iron 

70 

34 

Wax 

73 

£9 

Whip  sockets 

33 

79 

Figures  

73 

48 

Whipstocks 

81 

1 

Figures,  museum  outfits  

73 

49 

Wooden  ... 

34 

2 

Fruit  can  

73 

45 

Whips 

33 

77 

Harness  

'     33 

71 

Whiskey 

-18 

51 

Japan  . 

73 

41 

White  lead 

52 

23 

Mineral  

73 

42 

Whiting 

71 

16 

Paraffine  . 

73 

43 

Wicking. 

71 

17 

Sealing  .  . 

73 

44 

WiJlow  cuttings 

74 

18 

Shoe  

73 

4(5 

Ware 

74 

90 

Tapers 

73 

50 

Windlasses 

74 

21 

Vegetable,  N.  O.  S  
Weather  strips  

73 
63 

47 
29 

Windmills  
with  implements  .           

46 

36 
21 

Vanes 

73 

5l 

1 

21 

Webbing,  burlap  or  jute 

73 

53 

Window  caps   cement 

16 

54 

Klastic 

73 

54 

Cleaners 

17 

57 

N.O.S  

73 

52 

Cornices  . 

74 

22 

Wedges 

40 

74 

Frame   wood 

74 

23 

Weighing  machines  

45 

38 

Frame,  iron 

38 

18 

Weights,  clock. 

17 

63 

Glass 

31 

44 

Iron,  for  folding  beds.L.  C.  L. 

30 

35 

Hollands  

74 

24 

Iron,  for  folding  beds,  C.  L 

27 

22 

Shade  cloth      

59 

27 

for  hoisting  machines 

40 

76 

Shades  . 

74 

26 

Paper 

32 

9 

Sills   cement 

16 

54 

Sash  .  .. 

39 

73 

Sills,  iron 

,88 

18 

Scale  testing  .. 

40 

51 

Sills   slate 

60 

54 

Welding  compound  

18 

46 

Ventilators  .  . 

74 

27 

Well  augers  

51 

27 

Wine                                       

43 

51 

Boring  machines 

51 

27 

Wings    plow  . 

4 

14 

Points 

40 

77 

Wire    N    O  S 

74 

28 

Whalebone  

73 

55 

and  wood  fence,  combined 

?,3 

72 

Wheat,  cracked   .  . 

19 

67 

Aluminum 

5 

22 

Wheelbarrows 

73 

57 

Harbed 

74 

29 

Children's  ... 

72 

14 

Baskets                .             .... 

7 

47 

Children's,  C.  L  .  . 

71 

5t 

Binding  .. 

3 

32 

26— R  W 


402 
Index — Concluded. 


Page  Item 

Wire  bonnets  74  40 

Box  straps 37  6 

Brass 74  31 

Checkrowers 3  40 

Cloth,  iron  or  steel 17  71 

Copper 74  32 

Coppered 74  34 

Fence 74  35 

Fence,  board 23  69 

Fence  staples 74  48 

Fencing,  N.  O.  S 23  64 

Fencing  (ornamental  strip)  ...  .23  69 

Galvanized 74  34 

Goods,  N.  O.  S 74  42 

Insulated 74  36 

Insulated,  copper 71 

Iron 74  37 

Lath 74  49 

Mattress. .,                   74  38 

Nails 74  48 

Netting 23  69 

Panel 23  66 

Pans 74  41 

Rods 74  45 

Rope 74  51 

Springs 61  60 

Steel 74  39 

Stretchers 63  24 

Telegraph 64  49 

Ties 74  30 

Work  for  interior  finish 74  44 

Woven  for  mattresses 74  38 

Witchhazel 23  23 

Wood  alcohol 43  52 

Wood  and  wire  fence, combined..  23  72 

Carriage 72  19 

Filler 74  52 

Flour 74  54 

Fuel 74  55 

Kindling 74  56 

Petrified 74  57 

Pulp 9  57 

Pulpboard 74  59 

Sleigh  72  19 

Wagon 72  19 

Wooden  ware 76  22 

Wooden  figures 74  62 

Wooden  pipe 54  39 

Woods  of  value 74  63 

Turned 74  68 

Wool 76  23 

Cards 76  25 

Mineral 49  9 

Waste  76  26 

Woolen  mill  sweepings 76  28 

Workbenches...  8  46 


Workers,  butter 

Worms  for  stills 

Wrappers,  bottle  

Wrapping  paper 

Wrenches,  with  oil  well  supplies 

Iron 

Monkey 

Pipe  

Screw 

Wringers  and  wash  benches  com- 
bined   

Clothes 

Centrifugal 


Page  Item 


X-ray  machines. 


Yachts 


Zinc 

Ashes 

Battery 

Chloride  of 
Dross  . . 


46       13 


62       20 


Yardsticks 76  39 

Yarn 76  40 

Hair 76  46 

Jute 76  47 

Lath 76  48 

Linen 76  49 

Woolen 76  50 

Yeast  cakes 76  51 

Powders 76  53 

Yellow  metal 76  54 

Yolks,  egg 22  15 

Yokes,  neckage  implements 4  5 

Xeck  and  wagon  material 70  29 

Ox  ..  76  55 


76  56 

6  17 

8  14 

76  58 

76  67 

Flue  dust 76  09 

Nails.'. 76  70 

Scrap 76  62 

Scrap  with  junk 41  38 

Sheet 76  64 

Skimmings 76  71 

Stove  boards 76  72 

Sulphate  of 76  66 

Zylonite  goods 76  73 


YC  89066 


/  c- 


UNIVERSITY  OF  CALIFORNIA  LIBRARY 


